Z ‐ 5 ‐ 2026
Applicant
The Revive Land Group, LLC
Phone
Contact Zoning Office
Contact Zoning Office
Representative Contact
J. Kevin Moore
Phone
Contact Zoning Office
Contact Zoning Office
Titleholder
Estate of Lucille Garrett a/k/a Leathy Lucille Garrett a/k/a Leathy Lucille Price Garrett and William D. Brown
Property Location
Located on the east and west sides of Ernest Barrett Parkway and
the western terminus of Old Horseshoe Bend Road
Address
None assigned
Access to Property
Ernest Barrett Parkway and Old Horseshoe Bend Road
Commission District
4 ‐ Sheffield
Current Zoning
R ‐ 20
Current Use of Property
Vacant
Proposed Zoning
RA ‐ 5
Proposed Use
Single‐family community
Future Land Use
MDR
Site Acreage
10.17
District
19
Land Lot
691
Parcel #
19069100010, 19069100070
Taxes Paid
Yes
Click here to enter text.
John Pederson – Division Manager
Hearing Dates:PC - 02/03/2026
BOC-02/17/2026
Part 1.Residential Rezoning Information (attach additional information if needed)
Proposed unit square-footage(s): Minimum 1,600 square feet and greater
Proposed building architecture: Traditional/Craftsman - Fronts of brick, stone, shake,
board andbatten,cementitiouslapsiding
Seeattached ListingofVariances
Part 2.Non-residential RezoningInformation (attach additional information if needed)
Not Applicable.
Not Applicable.
Not Applicable.
Part 3.OtherPertinentInformation (Listor attach additional information if needed)
Part 4. Is any of the property included on the proposed site plan owned by the Local, State, or Federal Government? (PleaselistallRight-of-Ways,Governmentownedlots,County ownedparcelsand/orremnants,etc.,andattach a plat clearly showing where these properties are located).
Yes.Portionsof twoCobbCounty
rights-of-way are proposed for abandonment, as shown on submitted Site Plan.
*Applicant specifically reserves the right to amend any information set forth in thisSummary of Intent for Rezoning,or any portionof theApplicationforRezoningor documentation attached thereto,at any time during therezoningprocess.
Application No.:
Hearing Dates:
Z(2026)
February 3, 2026
February 17, 2026
Applicant:
The Revive Land Group, LLC
Titleholder:
EstateofLucilleGarrett (a/k/a Leathy Lucille Garrett;
a/k/a Leathy Lucille Price Garrett)
Tax Parcel Identification No.:
19069100010
COBB COUNTY, GEORGIA
The Revive Land Group 3500LenoxRoad,Suite625 Atlanta,GA 30326
Prepared By:
2160 Kingston Court, Suite O Marietta,GA 30067 Tel: (770) 690-9255Fax:(770) 690-9210 www.areng.com
November17,2025 A&RProject#25-196
| Item | Page | |
|---|---|---|
| 1.0 | Introduction ... ...1 | |
| 2.0 | Existing Facilities / Conditions ..3 | |
| 2.1 | Roadway Facilities .... 3 | |
| 2.1.1 | ErnestWBarrettParkway. 3 | |
| 2.1.2 | Macedonia Road. 3 | |
| 3.0 | Study Methodology .... .4 | |
| 3.1 | Unsignalized Intersections.. 4 | |
| 3.2 | Signalized Intersections.. 5 | |
| 4.0 | Existing 2025 Traffic Analysis. | |
| 4.1 | Existing Traffic Volumes.... 6 | |
| 4.2 | Existing Traffic Operations. 9 | |
| 5.0 | Proposed Development.. .10 | |
| 5.1 | Trip Generation.. 12 | |
| 5.2 | Trip Distribution.. .12 | |
| 6.0 | Future2027TrafficAnalysis .14 | |
| 6.1 | Future“No-Build"Conditions.. 14 | |
| 6.1.1 | Annual TrafficGrowth .14 | |
| 6.2 | Future“Build"Conditions.. .14 | |
| 6.3 | AuxiliaryLaneAnalysis... .17 | |
| 6.3.1 | Deceleration Turn Lane Analysis .17 | |
| 6.4 | FutureTrafficOperations... 18 | |
| 6.5 | System Improvements.. .19 | |
| 7.0 | Conclusions and Recommendations.... ...21 | |
| 7.1 | RecommendationforSite Access Configuration | |
| 21 | ||
| Appendix | ||
| Item | Page |
|---|---|
| Table 1 - Level of service Criteria for Unsignalized Intersections . | .4 |
| Table 2 - Level of service Criteria for Signalized Intersections... | |
| Table 3 - Existing Intersection Operations ... | .9 |
| Table 4-Trip Generation... | .12 |
| Table5-FutureIntersectionOperations... | .18 |
| Table6-FutureIntersection95thPercentileQueues | .19 |
| LIST OF FIGURES Item | Page |
| Figure 1 -- Location Map.... | 2 |
| Figure 2 - Existing Weekday Peak Hour Volumes... | |
| Figure 3 - Existing Traffic Control and Lane Geometry | |
| Figure 4-Site Plan... | 11 |
| Figure 5 -Trip Distribution and Site Generated Peak Hour Volumes | .13 |
| Figure 6-Future (No-Build) Peak Hour Volumes.. | ...15 |
| Figure 7 - Future (Build) Peak Hour Volumes. | .16 |
| Figure 8-Future Traffic Control and Lane Geometry. | 20 |
The purpose of this study is to determine the traffic impact from the proposed Somerset at Macedonia residential development that will be located on the east side of Ernest W Barrett Parkway about 3,000 feet north of Macedonia Road in Cobb County. The traffic analysis includes evaluation of the current operations as well as future conditions including traffic generated by the proposed development. The development will consist of 43 single-family detached houses and proposes one right-in/right-out drivewayonErnestWBarrettParkway.
The AM and PM peak hours have been analyzed in this study. In addition to the site access point, this study includes the evaluation of traffic operations at the intersections of:
Recommendations to improve traffic operations have been identified as appropriate and are discussed in detail in the following sections of the report. The location of the development and the surrounding roadwaynetwork areshowninFigure1.
The following is a brief description of each of the roadway facilities located in proximity to the site:
Ernest W Barrett Parkway is a north-south, four-lane, median divided roadway with a posted speed limit of 45 mph in the vicinity of the site. Georgia Department of Transportation (GDoT) traffic counts (Station ID: 067-0657) indicate that the daily traffic volume on Ernest W Barrett Parkway in 2024 was 21,500 vehicles per day northwest of Macedonia Road. Cobb County DoT classifies Ernest W Barrett Parkway as an arterial roadway.
Macedonia Road is an east-west, two-lane, undivided roadway with a two way left turn lane and posted speed limit of 35 mph in the vicinity of the site. Georgia Department of Transportation (GDOT) traffic counts(Station ID:067-8836) indicate that the daily traffic volume on Macedonia Road in 2024 was majorcollectorroadway.
In this study, the methodology used for evaluating traffic operations at each of the subject intersections s s edition (HCM 6). Synchro software, which utilizes the HCM methodology, was used for the analysis. The following is a description of the methodology employed for the analysis of unsignalized and signalized intersections.
For unsignalized intersections controlled by a stop sign on minor streets, the level of service (Los) for motor vehicles with controlled movements is determined by the computed control delay according to the thresholds stated in Table 1 below. Los is determined for each minor street movement (or shared movement), as well as major street left turns. Los is not defined for the intersection as a whole or for major street approaches. The Los of any controlled movement which experiences a volume to capacity ratio greater than 1 is designated as"F" regardless of the control delay.
Control delay for unsignalized intersections includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay.Several factors affect the control delay for unsignalized intersections, such as the availability and distribution of gaps in the conflicting traffic stream, critical gaps, and follow-up time for a vehicle in the queue.
Level of service is assigned a letter designation from "A" through "F". Level of service "A" indicates excellent operations with little delay to motorists, while level of service "F" exists when there are insufficient gaps of acceptable size to allow vehicles on the side street to cross the main road without experiencinglongdelays.
| TABLE 1 - LEVEL OF SERVICE CRITERIA FOR UNSIGNALIZED INTERSECTIONS | ||
|---|---|---|
| ControlDelay(sec/vehicle) | LOS by Volume-to-Capacity Ratio* | |
| v/c ≤ 1.0 | v/c > 1.0 | |
| ≤10 | A | F |
| > 10 and ≤ 15 | B | F |
| > 15 and ≤25 | C | F |
| > 25 and ≤ 35 | D | F |
| > 35 and ≤ 50 | E | F |
| >50 | F | F |
*The LOS criteria apply to each lane on a given approach and to each approach on the minor street. LOS is not calculated for major-street approachesorfortheintersection.
Source:HighwayCapacityManual,6thedition,Exhibit20-2LOSCriteria:MotorizedVehicleMode
According to HCM procedures, LOS can be calculated for the entire intersection, each intersection approach, and each lane group. HCM uses control delay alone to characterize Los for the entire intersection or an approach. Control delay per vehicle is composed of initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. Both control delay and volume-to-capacity ratio are used to characterize Los for a lane group. A volume-to-capacity ratio of greater than 1.0 for a regardlessof the amountofcontrol delay.
| TABLE 2 - LEVEL OF SERVICE CrITERIA FOR SIGNALIZED INTERSECTIONS | ||
|---|---|---|
| Control Delay (sec/vehicle) * | Los for Lane Group byVolume-to-Capacity Ratio* | |
| v/c ≤1.0 | v/c > 1.0 | |
| 10 | A | F |
| > 10 and ≤ 20 | B | F |
| >20 and≤35 | C | F |
| > 35 and ≤ 55 | D | F |
| > 55 and ≤ 80 | E | F |
| > 80 | F | F |
*For approach-based and intersectionwideassessments,Losis defined solely by control delay
Source:Highway Capacity Manual, 6th edition,Exhibit 19-8 LOSCriteria:MotorizedVehicle Mode
LOS A is typically assigned when the volume-to-capacity (v/c) ratio is low and either progression is exceptionally favourable, or the cycle length is very short. Los B is typically assigned when the v/c ratio is low and either progression is highly favorable, or the cycle length is short. However, more vehicles are stopped than with LoS A. LOS C is typically assigned when progression is favorable, or the cycle length is moderate.Individual cycle failures (one or more queued vehicles are not able to depart because of the intersection without stopping, but the number of vehicles stopping is significant. Los D is typically assigned when the v/c ratio is high and either progression is ineffective, or the cycle length is long. There are many vehicle-stops and individual cycle failures are noticeable. Los E is typically assigned when the v/c ratio is high, progression is very poor, the cycle length is long, and individual cycle failures are length is long, and mostcycles fail to clear the queue.
Existing traffic countswere obtained at thefollowing study intersections:
Turning movement counts were collected on Wednesday, October 22,2025. All turning movement countswererecordedduringtheAMandPMpeakhoursbetween7:00amto9:00amand4:00pmto 6:00pm, respectively. The four consecutive 15-minute interval volumes that summed to produce the highest volume at the intersections were then determined. These volumes make up the peak hour traffic volumes for the intersections and are shown in Figure 2. The existing traffic control and lane geometry for the intersections are shown in Figure 3.
EXISTINGWEEKDAYPEAK-HOURVOLUMES
FIGURE 2
A&R Engineering Inc.
LEGEND
A&R Engineering Inc.
Figure 3 - Existing Traffic Control and Lane Geometry
Existing 2025 traffic operations were analyzed at the study intersections in accordance with the HCM methodology. The results of the analyses are shown in Table 3.
| TaBLe 3 - ExISTing INTerSECTION OpErATIONS | ||||
|---|---|---|---|---|
| LOS (Delay) | ||||
| Intersection | AMPeakHour | PM Peak Hour | ||
| ErnestWBarrettParkway@MacedoniaRoad | C(23.0) | C (21.0) | ||
| -Eastbound Approach | D (54.9) | E (74.4) | ||
| -Northbound Approach | A (8.8) | B (15.2) | ||
| -SouthboundApproach | B (16.6) | B (16.0) | ||
| ErnestWBarrettParkway@MedianBreak | ||||
| -Northbound U-Turn | A (0.0) | A (0.0) | ||
| -Southbound U-Turn | A (0.0) | A (0.0) | ||
The results of the existing traffic operations analysis indicate that the signalized study intersection is operating at an overall level of service "B" in both the AM and PM peak hours.
The proposed development is the Somerset at Macedonia residential development that will be located on the east side of Ernest W Barrett Parkway about 3,0o0 feet north of Macedonia Road in Cobb County. The development will consist of 43 single-family detached houses and proposes one right-in/right-out drivewayonErnestWBarrettParkway.
A siteplan is shown in Figure 4.
Trip generation estimates for the project were based on the rates and equations published in the 12th edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual. This reference containstrafficvolumecountdatacollectedatsimilarfacilitiesnationwide.Thetripgenerationwas based on the following ITE Land Use category: 210- Single-Family Detached Housing. The calculated trip generation volumesfor the proposed development are shown in Table 4.
| TaBLe 4 - TrIP GENErATIon FOr PrOPoSed DeVElOPmenT | ||||||||
|---|---|---|---|---|---|---|---|---|
| Land Use | Size | AM Peak Hour | PM Peak Hour | 24Hour | ||||
| Enter | Exit | Total | Enter | Exit | Total | 2-way | ||
| ITE210-Single-FamilyDetached Housing | 43Units | 9 | 25 | 34 | 27 | 17 | 44 | 612 |
The trip distribution describes how traffic arrives and departs from the site. An overall trip distribution was developed for the site based on a review of the existing travel patterns in the area and the locations of major roadways and highways that will serve the development. The site-generated peak hour traffic volumes, shown in Table 4, were assigned to the study area intersections based on this distribution. The outer-leg distribution and AM and PM peak hour traffic volumes generated by the site are shown in Figure 5.
TRIPDISTRIBUTIONANDNEWSITE-GENERATED
FIGURE5
The future 2027 traffic operations are analyzed for the“Build" and “No-Build" conditions.
The "No-Build" (or background) conditions provide an assessment of how traffic will operate in the study horizon year without the study site being developed as proposed, with projected increases in through traffic volumes due to normal annual growth. The Future "No-Build" volumes consist of the existing traffic volumes (Figure 2) plus increases for annual growth of through traffic.
In order to evaluate future traffic operations in this area, a projection of normal traffic growth was applied to the existing volumes. The Georgia Department of Transportation recorded average daily traffic volumes at several locations in the vicinity of the site. Reviewing the growth over the last three (2022-2024) years revealed growth of approximately 1% in the area. This growth factor was applied to the existing traffic volumes between collector and arterial roadways to estimate the future year traffic volumes prior to the addition of site-generated traffic. The resulting future"No-Build"volumes on the roadway are shown in Figure 6.
The "Build" or development conditions include the estimated background traffic from the "No-Build" conditions plus the added traffic from the proposed development. To evaluate future traffic operations in this area, the additional traffic volumes from the site (Figure 5) were added to base traffic volumes (Figure 6) to calculate the future traffic volumes after the construction of the development. These total future"Build"trafficvolumesareshowninFigure7.
FUTURE(NO-BUILD)WEEKDAYPEAKHOURVOLUMES
FIGURE6
A&R Engineering Inc.
FUTURE(BUILD)WEEKDAYPEAKHOURVOLUMES
FIGURE7
A&R Engineering Inc.
Included below is the analysis for a right turn lane for the site driveway (per Cobb County Standards). The analyses below are based off the trip distribution included in Section 5.2. According to the trip distribution, the 24-hour two-way volume for traffic entering and exiting the site are 612 vehicles.
s e s a n roadway and is included in Cobb County's Major Thoroughfare Plan, a right turn lane is required at site driveway.
The future "No-Build" and "Build" traffic operations were analysed using the volumes in Figures 6 and 7, respectively. The results of the future traffic operations analysis are shown below in Table 5. Recommendations on traffic control and lane geometry are shown in Figure 8.
| TABLE 5 - FUTURE INTERSECTION OPERATIONS | |||||
|---|---|---|---|---|---|
| Intersection | NO BUILD | BUILD | |||
| AM Peak | PM Peak | AMPeak | PM Peak | ||
| ErnestWBarrettParkway@MacedoniaRoad | C(23.2) | C(22.4) | C(23.3) | C(22.7) | |
| -EastboundApproach | D (54.2) | E (74.6) | D (54.3) | E (74.8) | |
| -Northbound Approach | A (9.2) | B (16.5) | A (9.2) | B (16.8) | |
| -Southbound Approach | B (17.3) | B (17.9) | B (17.5) | B (18.5) | |
| ErnestWBarrettParkway@MedianBreak | A (0.0) | A (0.0) | A (0.0) | A (0.0) | |
| -Northbound U-Turn -Southbound U-Turn | A (0.0) | A (0.0) | A (0.0) | A (0.0) | |
| ErnestWBarrettParkway@SiteDriveway (Right In/Right Out) -Westbound Approach | B (11.7) | C (15.4) | |||
The results of the future "No-Build" and "Build" traffic operations analysis indicate that the unsignalized study intersections will continue to operate at a level of service "C" or better in both the AM and PM peak hours. The signalized study intersection will be operating at a level of service "C" or better in both theAMandPMpeakhour.
Table 6 below includes 95th percentile SimTraffic queue lengths at the study intersections. SimTraffic results of the "No Build" and "Build" have been used since the microsimulation more accurately modelled a multi-lane turn lane scenario than Synchro (macrosimulation).
| TABLE 6 - FUTURE INTERSECTION 95TH PERCENTILE QUEUES | ||||||
|---|---|---|---|---|---|---|
| Available Storage | Queue Length in feet | |||||
| Intersection | NO-BUILD | BUILD | ||||
| AMPeak | PM Peak | AM Peak | PM Peak | |||
| ErnestWBarrettParkway@Macedonia Road | ||||||
| -EastboundLeft/Right | 460' | 227 | 94 | 229 | 97 | |
| -Eastbound Right | 76 | 73 | 76 | 73 | ||
| -Northbound Left | 305' | 77 | 454 | 78 | 464 | |
| -Northbound Through | 172 | 183 | 174 | 190 | ||
| -Southbound U-Turn | 190' | 7 | 16 | |||
| -Southbound Through | 411 | 504 | 419 | 511 | ||
| -SouthboundThrough/Right | 411 | 504 | 419 | 511 | ||
| ErnestWBarrettParkway@Median Break | ||||||
| 2 | -Northbound U-Turn | 145' | 4 | 23 | 35 | 32 |
| -SouthboundU-Turn | 155' | 11 | 6 | 12 | 5 | |
The storage lengths are all adequate to accommodate projected queues other than the northbound left approach at the intersection of Ernest W Barrett Parkway and Macedonia Road during the PM peak hour.
The "No-Build" scenario shows a significant amount of northbound left turning volume at Ernest W Barrett Parkway and Macedonia Road during the PM peak hour. The expected 95th percentile queue during this time is also longer than the available storage for this movement.It is recommended to consider a dual left turn lane whenever the left turn volume is greater than 300 vehicles during the peak hour. The PM peak hour volume for northbound left turning vehicles at this intersection is 512.
A&R Engineering Inc.
Trafficimpactswere evaluated for the proposed Somerset at Macedonia residential development that willbe located on the east side of Ernest W Barrett Parkway in Cobb County. The development will consist of 43 single-family detached houses and proposes one right-in/right-out driveway on Ernest W Barrett Parkway.
Existing and future operations after completion of the project were analyzed at the intersections of:
The analysis included the evaluation of future operations for"No-Build" and "Build" conditions, with the development. The results of the future ""No-Build" and "Build" traffic operations analysis indicate that the unsignalized study intersections will continue to operate at a level of service "C" in both the AM and PM peak hours. The results of the future "No-Build" and "Build" traffic operations analysis also indicate that the signalized study intersections will continue to operate at a level of service "C" in both the AM and PM peak hours.The impact of the proposed site's traffic on the traffic operations in the study network is minimal.
The following access configuration is recommended for the proposed site driveway intersection.
| ExistingIntersectionTrafficCounts.. |
| Linear Regression of Daily Traffic... |
| ExistingIntersectionAnalysis. |
| Future “No-Build" Intersection Analysis |
| Future “Build" Intersection Analysis... |
| TrafficVolumeWorksheets... |
ExistingIntersectionTrafficCounts..
Linear Regression of Daily Traffic...
ExistingIntersectionAnalysis.
Future “No-Build" Intersection Analysis
Future “Build" Intersection Analysis...
TrafficVolumeWorksheets...
GroupsPrinted-Cars,Buses&Trucks ErnestWBarrettPkwy ErnestWBarrettPkwy Northbound Southbound Eastbound Westbound StartTime Left Thru Right U-Tum App.Total Left Thru Right U-Tum App Tolal Left Thru Right App. Tolal Left Thru Right App. Total Int Total 07:00AM 0 191 0 0 191 0 208 0 2 210 0 0 0 0 0 0 0 0 401 07:15AM 0 209 0 0 209 0 258 0 0 258 0 0 0 0 0 0 0 0 467 07:30AM 0 204 0 0 204 0 265 0 0 265 0 0 0 0 0 0 0 0 469 07:45AM 183 0 1 184 0 233 0 1 234 0 0 0 0 0 0 0 0 418 0 Total 0 787 0 1 788 0 964 0 3 967 0 0 0 0 0 0 0 0 1755 08:00AM 0 169 0 1 170 0 228 0 1 229 0 0 0 0 0 0 0 0 399 08:15AM 0 168 0 2 170 0 232 0 0 232 0 0 0 0 0 0 0 0 402 08:30AM 0 147 0 1 148 0 221 0 2 223 0 0 0 0 0 0 0 0 371 08:45AM 0 172 0 0 172 0 263 0 0 263 0 0 0 0 0 0 0 0 435 Total 0 656 0 4 660 0 944 0 3 947 0 0 0 0 0 0 0 0 1607 ***BREAK*** 04:00PM 0 308 0 2 310 0 232 0 0 232 0 0 0 0 0 0 0 0 542 04:15PM 0 321 0 3 324 0 216 0 0 216 0 0 0 0 0 0 0 0 540 04:30PM 0 323 0 2 325 0 230 0 0 230 0 0 0 0 0 0 0 0 555 04:45PM 0 354 0 3 357 0 248 0 1 249 0 0 0 0 0 0 0 0 606 Total 0 1306 0 10 1316 0 926 0 1 927 0 0 0 0 0 0 0 0 2243 05:00PM 0 307 0 2 309 0 257 0 0 257 0 0 0 0 0 0 0 0 566 05:15PM 0 290 0 2 292 0 222 0 1 223 0 0 0 0 0 0 0 0 515 05:30PM 0 291 0 2 293 0 267 0 2 269 0 0 0 0 0 0 0 0 562 05:45PM 0 280 0 2 282 0 240 0 1 241 0 0 0 0 0 0 0 0 523 Total 0 1168 0 8 1176 0 986 0 4 066 0 0 0 0 0 0 0 0 2166 GrandTotal 0 3917 0 23 3940 0 3820 0 11 3831 0 0 0 0 0 0 0 0 7771 Apprch % 0 99.4 0 0.6 0 99.7 0 0.3 0 0 0 0 0 0 Total % 0 50.4 0 0.3 50.7 0 49.2 0 0.1 49.3 0 0 0 0 0 0 0 0
TMC Data Ernest W Barrett Pkwy @ Median Opening NorthofMacedoniaRoad
7-9 am | 4-6 pm
File Name :20250374
Site Code :20250374
Start Date : 10-22-2025
Page No :2
| ErnestWBarrettPkwy Northbound | ErnestWBarrettPkwy Southbound | Eastbound | Westbound | ||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| StartTime | LeftThru | RightU-Tum | AppTolal | LeftThruRight | U-Tum | App Total | Left | Thru | Right | App.Total | Left | ThruRight | |||||||
| PeakHourAnalysisFrom07:00AMto08:45AM-Peak1of1 | |||||||||||||||||||
| PeakHourforEntireIntersectionB Begins at07:00AM | |||||||||||||||||||
| 07:00AM | 0 | 191 | 0 | 0 | 191 | 0 | 208 | 0 | 2 | 210 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 401 |
| 07:15AM | 0 | 209 | 0 | 0 | 209 | 0 | 258 | 0 | 0 | 258 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 467 |
| 07:30 AM | 0 | 204 | 0 | 0 | 204 | 0 | 265 | 0 | 0 | 265 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 469 |
| 07:45AM | 0 | 183 | 0 | 1 | 184 | 0 | 233 | 0 | 1 | 234 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 418 |
| Total Volume | 0 | 787 | 0 | 1 | 788 | 0 | 964 | 0 | 3 | 967 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 1755 |
| % | 99.9 | 0 | 0.1 | 0 | 99.7 | 0 | 0.3 | 0 | 0 | 0 | 0 | 0 | 0 | ||||||
| PHF | 000 | 941 | .000 | .250 | 943 | 000 | .909 | .000 | 375 | .912 | .000 | 000 | .000 | .000 | .000 | .000 | .000 | .000 | .936 |
StartTime
ErnestWBarrettPkwy
Southbound
ErnestWBarrettPkwy
Northbound
Left
RightU-Tum
App.Total
LeftThruRight
U-TumAppTotal
Thru
PeakHourAnalysisFrom04:00PMto05:45PM-Peak1of1
PeakHourforEntireIntersectionBeginsat04:15PM
04:15 PM
04:30PM
04:45PM
05:00PM
Total Volume
PHF
0
0
0
0
0
0
.000
321
354
323
307
1305
99.2
0
0
0
0
0
0
000
216
248
230
257
951
99.9
.925
0
0
0
0
0
0
.000
216
0
0
1
230
0
1
0.1
250
249
952
257
.926
LeftThruRightAop.Total
Eastbound
Left
0
0
0
0
0
0
0
0
0
0
0
0
.000
0
0
0
0
.000
0
0
0
0
.000
0
0
0
.000
0
0
0
0
0
0
.000
Westbound
ThruF
RightAp Tolal
0
0
0
0
0
0
.000
Int.Total
0
0
0
540
0
0
0
0
0
.000
.922
0
0
0
0
0
0
.000
2
3
3
2
10
0.8
833
324
357
325
309
1315
.921
0
0
0
.000
606
555
566
2267
.935
GroupsPrinted-Cars,Buses&Trucks ErnestWBarrettPkwy ErnestWBarrettPkwy MacedoniaRoad Northbound Southbound Eastbound Westbound Start Time Left Thru Right App Tolal Left Thru Right App. Total Left Thru Right AppTotal Left Thru Right App Tolal Int. Total 07:00AM 12 165 0 177 0 196 12 208 26 0 151 177 0 0 0 0 562 07:15 AM 34 195 0 229 0 252 6 258 14 0 161 175 0 0 0 0 662 07:30AM 45 190 0 235 0 265 0 265 14 0 111 125 0 0 0 0 625 07:45AM 63 172 0 235 0 227 6 233 12 0 88 100 0 0 0 0 568 Total 154 722 0 876 0 940 24 964 66 0 511 577 0 0 0 0 2417 08:00AM 40 160 0 200 0 223 5 228 10 0 91 101 0 0 0 0 529 08:15AM 46 163 0 209 0 222 10 232 7 0 86 93 0 0 0 0 534 08:30AM 32 141 0 173 0 217 4 221 7 0 72 79 0 0 0 0 473 08:45AM 35 159 0 194 0 259 4 263 13 0 72 85 0 0 0 0 542 Total 153 623 0 776 0 921 23 944 37 0 321 358 0 0 0 0 2078 ***BREAK*** 04:00PM 91 302 0 393 0 222 10 232 8 0 63 71 0 0 0 0 696 04:15PM 88 317 0 405 0 205 11 216 7 0 57 64 0 0 0 0 685 04:30PM 98 317 0 415 0 222 8 230 8 0 57 65 0 0 0 0 710 04:45PM 101 353 0 454 0 233 15 248 4 0 53 57 0 0 0 0 759 Total 378 1289 0 1667 0 882 44 926 27 0 230 257 0 0 0 0 2850 05:00PM 107 307 0 414 0 243 14 257 2 0 62 64 0 0 0 0 735 05:15PM 130 287 0 417 0 212 10 222 5 0 63 68 0 0 0 0 707 05:30PM 116 290 0 406 0 248 19 267 3 0 55 58 0 0 0 0 731 05:45PM 149 321 0 470 0 230 13 243 10 0 74 84 0 0 0 0 797 Total 502 1205 0 1707 0 933 56 989 20 0 254 274 0 0 0 0 2970 Grand Total 1187 3839 0 5026 0 3676 147 3823 150 0 1316 1466 0 0 0 0 10315 Apprch % 23.6 76.4 0 0 96.2 3.8 10.2 0 89.8 0 0 0 Total % 11.5 37.2 0 48.7 0 35.6 1.4 37.1 1.5 0 12.8 14.2 0 0 0 0
2160 Kingston Court Suite 'O' Marietta, GA 30067
TMC Data Ernest W Barrett Pkwy @ Macedonia Road 7-9 am | 4-6 pm
File Name:20250375
SiteCode:20250375
StartDate:10-22-2025
Page No : 2
| ErnestWBarrettPkwy Northbound | ErnestWBarrettPkwy Southbound | Macedonia Road Eastbound | Westbound | ||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| StartTime | Left | Thru | Right | App.Total | LeftThruRight | App.Total | Left | ThruF | Right | App Tolal | Left | Thru | Right | AppTotal | Int.Total | ||
| PeakHourAnalysisFrom07:00AMto08:45AM-Peak1of1 | |||||||||||||||||
| PeakHourforEntireIntersectionBeginsat07:00AM | |||||||||||||||||
| 07:00 AM | 12 | 165 | 0 | 177 | 0 | 196 | 12 | 208 | 26 | 0 | 151 | 177 | 0 | 0 | 0 | 0 | 562 |
| 07:15AM | 34 | 195 | 0 | 229 | 0 | 252 | 6 | 258 | 14 | 0 | 161 | 175 | 0 | 0 | 0 | 0 | 662 |
| 07:30 AM | 45 | 190 | 0 | 235 | 0 | 265 | 0 | 265 | 14 | 0 | 111 | 125 | 0 | 0 | 0 | 0 | 625 |
| 07:45AM | 63 | 172 | 0 | 235 | 0 | 227 | 6 | 233 | 12 | 0 | 88 | 100 | 0 | 0 | 0 | 0 | 568 |
| TotalVolume | 154 | 722 | 0 | 876 | 0 | 940 | 24 | 964 | 66 | 0 | 511 | 577 | 0 | 0 | 0 | 0 | 2417 |
| %App.Total | 17.6 | 82.4 | 0 | 0 | 97.5 | 2.5 | 11.4 | 0 | 88.6 | 0 | 0 | 0 | |||||
| PHF | .611 | 926 | .000 | .932 | .000 | .887 | 500 | .909 | .635 | .000 | .793 | .815 | .000 | .000 | .000 | .000 | .913 |
TMC Data Ernest W Barrett Pkwy @ Macedonia Road 7-9 am | 4-6 pm
FileName:20250375
Site Code :20250375
StartDate:10-22-2025
Page No : 3
| ErnestWBarrettPkwy Northbound | ErnestWBarrettPkwy Southbound | MacedoniaRoad Eastbound | Westbound | ||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| StartTime | LeftThruRight | App.Total | LeftThruRight | App.Total | Left | Thru | Right | AppTolal | Left | Thru | Right | App.Total | Int Total | ||||
| PeakHourAnalysisFrom04:00PMto05:45PM-Peak1of1 | |||||||||||||||||
| PeakHour for Entire IntersectionBeginsat05:00PM | |||||||||||||||||
| 05:00PM | 107 | 307 | 0 | 414 | 0 | 243 | 14 | 257 | 2 | 0 | 62 | 64 | 0 | 0 | 0 | 0 | 735 |
| 05:15PM | 130 | 287 | 0 | 417 | 0 | 212 | 10 | 222 | 5 | 0 | 63 | 68 | 0 | 0 | 0 | 0 | 707 |
| 05:30PM | 116 | 290 | 0 | 406 | 0 | 248 | 19 | 267 | 3 | 0 | 55 | 58 | 0 | 0 | 0 | 0 | 731 |
| 05:45PM | 149 | 321 | 0 | 470 | 0 | 230 | 13 | 243 | 10 | 0 | 74 | 84 | 0 | 0 | 0 | 0 | 797 |
| TotalVolume | 502 | 1205 | 0 | 1707 | 0 | 933 | 56 | 989 | 20 | 0 | 254 | 274 | 0 | 0 | 0 | 0 | 2970 |
| %App.Total | 29.4 | 70.6 | 0 | 0 | 94.3 | 5.7 | 7.3 | 0 | 92.7 | 0 | 0 | 0 | |||||
| PHF | .842 | 938 | .000 | .908 | .000 | .941 | .737 | .926 | 500 | .000 | .858 | .815 | .000 | .000 | .000 | .000 | .932 |
| Lane Group | EBL | EBR | NBL | NBT | SBT |
|---|---|---|---|---|---|
| Lane Configurations | 个个 | ||||
| 66 | 511 | 154 | 722 | 940 | |
| FutureVolume(vph) | 66 | 511 | 154 | 722 | 940 |
| Lane Group Flow(vph) | 320 | 315 | 169 | 793 | 1059 |
| Turn Type | Prot | Prot | pm+pt | NA | NA |
| Protected Phases | 8 | 8 | 1 | 6 | 2 |
| Permitted Phases | 6 | ||||
| Detector Phase | 8 | 8 | 1 | 6 | 2 |
| SwitchPhase | |||||
| Minimum Initial (s) | 6.0 | 6.0 | 5.0 | 15.0 | 15.0 |
| Minimum Split (s) | 23.5 | 23.5 | 15.0 | 23.5 | 40.5 |
| Total Split (s) | 40.0 | 40.0 | 30.0 | 80.0 | 50.0 |
| Total Split (%) | 33.3% | 33.3% | 25.0% | 66.7% | 41.7% |
| Yellow Time (s) | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 |
| All-Red Time (s) | 2.0 | 2.0 | 2.0 | 2.0 | 2.0 |
| Lost Time Adjust (s) | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Total Lost Time (s) | 5.5 | 5.5 | 5.5 | 5.5 | 5.5 |
| Lead/Lag | Lead | Lag | |||
| Lead-Lag Optimize? | Yes | Yes | |||
| Recall Mode | None | None | None | C-Min | C-Min |
| v/cRatio | 0.83 | 0.62 | 0.42 | 0.30 | 0.50 |
| Control Delay (s/veh) | 43.4 | 9.7 | 8.7 | 6.3 | 16.5 |
| QueueDelay | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Total Delay (s/veh) | 43.4 | 9.7 | 8.7 | 6.3 | 16.5 |
| QueueLength50th(ft) | 138 | 0 | 32 | 92 | 228 |
| Queue Length 95th (ft) | 222 | 76 | 74 | 166 | 392 |
| Internal LinkDist(ft) | 433 | 445 | 3140 | ||
| Turn Bay Length (ft) | 135 | 315 | |||
| Base Capacity(vph) | 569 | 656 | 558 | 2629 | 2122 |
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Spilliback Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Reduced v/c Ratio | 0.56 | 0.48 | 0.30 | 0.30 | 0.50 |
| Intersection Summary | |||||
| Cycle Length:120 | |||||
| Actuated Cycle Length: 120 | |||||
| Offset:0 (0%),Referenced tophase2:SBTU and 6:NBTL,Start of Green | |||||
| Natural Cycle:80 | |||||
| ControlType:Actuated-Coordinated | |||||
| Splits and Phases: 1:ErnestW.BarrettPkwy&MacedoniaRd | |||||
| P | 02 (R) | ||||
| 06 (R) | 08 | ||||
| Movement | EBL | EBR | NBL | NBT | SBU | SBT | SBR |
|---|---|---|---|---|---|---|---|
| Lane Configurations | Y | 个个 | |||||
| 66 | 511 | 154 | 722 | 0 | 940 | 24 | |
| Future Volume (veh/h) | 66 | 511 | 154 | 722 | 0 | 940 | 24 |
| Initial Q (Qb), veh | 0 | 0 | 0 | 0 | 0 | 0 | |
| Ped-Bike Adj(A_pbT) | 1.00 | 1.00 | 1.00 | 1.00 | |||
| Parking Bus, Adj | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| WorkZone OnApproach | No | No | No | ||||
| Adj Sat Flow, veh/h/ln | 1870 | 1870 | 1870 | 1870 | 1870 | 1870 | |
| Adj Flow Rate, veh/h | 0 | 640 | 169 | 793 | 1033 | 26 | |
| Peak HourFactor | 0.91 | 0.91 | 0.91 | 0.91 | 0.91 | 0.91 | |
| Percent Heavy Veh, % | 2 | 2 | 2 | 2 | 2 | 2 | |
| Cap, veh/h | 404 | 719 | 376 | 2422 | 2055 | 52 | |
| Arrive On Green | 0.00 | 0.23 | 0.06 | 0.68 | 0.58 | 0.58 | |
| Sat Flow,veh/h | 1781 | 3170 | 1781 | 3647 | 3636 | 89 | |
| Grp Volume(v),veh/h | 0 | 640 | 169 | 793 | 518 | 541 | |
| Grp Sat Flow(s),veh/h/ln | 1781 | 1585 | 1781 | 1777 | 1777 | 1854 | |
| Q Serve(g_s), s | 0.0 | 23.5 | 4.4 | 11.0 | 20.7 | 20.7 | |
| Cycle Q Clear(g_c), s | 0.0 | 23.5 | 4.4 | 11.0 | 20.7 | 20.7 | |
| Prop In Lane | 1.00 | 1.00 | 1.00 | 0.05 | |||
| Lane Grp Cap(c), veh/h | 404 | 719 | 376 | 2422 | 1031 | 1076 | |
| V/C Ratio(X) | 0.00 | 0.89 | 0.45 | 0.33 | 0.50 | 0.50 | |
| Avail Cap(c_a), veh/h | 512 | 911 | 641 | 2422 | 1031 | 1076 | |
| HCM Platoon Ratio | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| Upstream Filter(l) | 0.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| Uniform Delay (d), s/veh | 0.0 | 45.0 | 11.2 | 7.8 | 14.9 | 14.9 | |
| Incr Delay (d2), s/veh | 0.0 | 9.1 | 0.8 | 0.4 | 1.8 | 1.7 | |
| Initial Q Delay(d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | |
| %ileBackOfQ(50%),veh/ln | 0.0 | 10.0 | 1.6 | 3.7 | 8.1 | 8.4 | |
| Unsig.Movement Delay, s/veh | |||||||
| LnGrp Delay(d), s/veh | 0.0 | 54.1 | 12.0 | 8.2 | 16.7 | 16.6 | |
| LnGrp LOS | D | B | A | B | B | ||
| Approach Vol, veh/h | 640 | 962 | 1059 | ||||
| ApproachDelay,s/veh | 54.1 | 8.9 | 16.7 | ||||
| Approach LOS | D | A | B | ||||
| 6 | |||||||
| Timer-Assigned Phs | 2 | 87.3 | 8 32.7 | ||||
| Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s | 12.2 | 75.1 | 5.5 | 5.5 | |||
| Max Green Setting (Gmax), s | 5.5 | 5.5 44.5 | 74.5 | 34.5 | |||
| Max Q Clear Time (g_c+11), s | 24.5 6.4 | 22.7 | 13.0 | 25.5 | |||
| Green Ext Time (p_c), s | 0.3 | 9.0 | 8.7 | 1.7 | |||
| Intersection Summary | |||||||
| HCM 6thCtrl Delay, s/veh | 22.8 | ||||||
| HCM 6th LOS | C | ||||||
| Notes | |||||||
| Userapprovedvolumebalancingamongthelanesforturningmovement. | |||||||
| User approved ignoring U-Turning movement. | |||||||
| L | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| Movement | EBL | EBR | NBL | NBT | SBU | SBT | SBR | ||
| Lane Configurations | 个个 | ||||||||
| Traffic Volume (veh/h) | 66 | 511 | 154 | 722 | 0 | 940 | 24 | ||
| Future Volume (veh/h) | 66 | 511 | 154 | 722 | 0 | 940 | 24 | ||
| Number | 3 | 18 | 1 | 6 | 2 | 12 | |||
| Initial Q, veh | 0 | 0 | 0 | 0 | 0 | 0 | |||
| Ped-Bike Adj (A_pbT) | 1.00 | 1.00 | 1.00 | 1.00 | |||||
| Parking Bus Adj | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |||
| Work Zone On Approach | No | No | No | ||||||
| LanesOpenDuringWorkZone | |||||||||
| Adj Sat Flow, veh/h/ln | 1870 | 1870 | 1870 | 1870 | 1870 | 1870 | |||
| Adj Flow Rate,veh/h | 0 | 640 | 169 | 793 | 1033 | 26 | |||
| Peak Hour Factor | 0.91 | 0.91 | 0.91 | 0.91 | 0.91 | 0.91 | |||
| Percent Heavy Veh, % | 2 | 2 | 2 | 2 | 2 | 2 | |||
| Opposing Right Turn Influence | Yes | Yes | |||||||
| Cap, veh/h | 404 | 719 | 376 | 2422 | 2055 | 52 | |||
| HCM Platoon Ratio | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |||
| Prop Arrive On Green | 0.00 | 0.23 | 0.06 | 0.68 | 0.58 | 0.58 | |||
| Unsig. Movement Delay | |||||||||
| Ln Grp Delay, s/veh | 0.0 | 54.1 | 12.0 | 8.2 | 16.7 | 16.6 | |||
| Ln Grp LOS | D | B | A | B | B | ||||
| Approach Vol, veh/h | 640 | 962 | 1059 | ||||||
| Approach Delay, s/veh | 54.1 | 8.9 | 16.7 | ||||||
| Approach LOS | D | ||||||||
| A | B | ||||||||
| Timer: | 2 | 3 | 4 | 5 | 6 | 7 | 8 | ||
| Assigned Phs | 1 | 2 | 8 | 6 | |||||
| Case No | 1.2 | 8.0 | 9.0 | 4.0 | |||||
| Phs Duration (G+Y+Rc), s | 12.2 | 75.1 | 32.7 | 87.3 | |||||
| Change Period (Y+Rc), s | 5.5 | 5.5 | 5.5 | 5.5 | |||||
| Max Green (Gmax), s | 24.5 | 44.5 | 34.5 | 74.5 | |||||
| MaxAllowHeadway(MAH),s | 3.5 | 5.8 | 3.8 | 5.8 | |||||
| Max Q Clear (g_c+l1), s | 6.4 | 22.7 | 25.5 | 13.0 | |||||
| Green Ext Time (g_e), s | 0.3 | 9.0 | 1.7 | 8.7 | |||||
| Prob of Phs Call (p_c) | 1.00 | 1.00 | 1.00 | 1.00 | |||||
| Prob of Max Out (p_x) | 0.00 | 0.30 | 0.12 | 0.00 | |||||
| Left-Tun MovementData | |||||||||
| Assigned Mvmt | 1 | 5 | 3 | ||||||
| MvmtSat Flow,veh/h | 1781 | 0 | 1781 | ||||||
| Through Movement Data | |||||||||
| AssignedMvmt | 2 | 8 | 9 | ||||||
| Mvmt Sat Flow, veh/h | 3636 | 0 | 3647 | ||||||
| Right-Turn Movement Data | |||||||||
| Assigned Mvmt | 12 | 18 | 16 | ||||||
| MvmtSatFlow,veh/h | 89 | 3170 | 0 | ||||||
| Left Lane Group Data | |||||||||
| AssignedMvmt | 1 | 5 | 3 | 0 | 0 | 0 | 0 | 0 | |
| LaneAssignment | L (Pr/Pm) | L |
A&R Engineering, Inc
Synchro 11 Light Report
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GARage 3
| Lanes in Grp | 1 | 0 | 1 | 0 | 0 | 0 | 0 | 0 |
|---|---|---|---|---|---|---|---|---|
| Grp Vol (v), veh/h | 169 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 1781 | 0 | 1781 | 0 | 0 | 0 | 0 | 0 |
| Q Serve Time (g_s), s | 4.4 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_c), s | 4.4 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Sat Flow (s_I), veh/h/ln | 533 | 0 | 1781 | 0 | 0 | 0 | 0 | 0 |
| Shared LT SatFlow(s_sh),veh/h/ln | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Perm LT Eff Green (g_p), s | 71.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Serve Time(g_u), s | 48.9 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Q Serve Time (g_ps), s | 10.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Time to First Blk (g_f), s | 0.0 | 69.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Serve Time pre Blk (g_fs), s | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prop LT Inside Lane (P_L) | 1.00 | 0.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Lane Grp Cap (c), veh/h | 376 | 0 | 404 | 0 | 0 | 0 | 0 | 0 |
| V/C Ratio (X) | 0.45 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 641 | 0 | 512 | 0 | 0 | 0 | 0 | 0 |
| Upstream Filter (I) | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 11.2 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 0.8 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 12.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 1.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 0.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ile Back of Q Factor (f_B%) | 1.00 | 1.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| %ile Back of Q (50%), veh/ln | 1.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ile Storage Ratio (RQ%) | 0.13 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q(Qe),veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Middle Lane Group Data | ||||||||
| Assigned Mvmt | 0 | 2 | 8 | 0 | 0 | 6 | 0 | 0 |
| Lane Assignment | T | T | ||||||
| Lanes in Grp | 0 | 1 | 0 | 0 | 0 | 2 | 0 | 0 |
| Grp Vol (v), veh/h | 0 | 518 | 0 | 0 | 0 | 793 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 0 | 1777 | 0 | 0 | 0 | 1777 | 0 | 0 |
| Q Serve Time (g_s), s | 0.0 | 20.7 | 0.0 | 0.0 | 0.0 | 11.0 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_c), s | 0.0 | 20.7 | 0.0 | 0.0 | 0.0 | 11.0 | 0.0 | 0.0 |
| Lane Grp Cap (c), veh/h | 0 | 1031 | 0 | 0 | 0 | 2422 | 0 | 0 |
| V/C Ratio (X) | 0.00 | 0.50 | 0.00 | 0.00 | 0.00 | 0.33 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 0 | 1031 | 0 | 0 | 0 | 2422 | 0 | 0 |
| Upstream Filter (l) | 0.00 | 1.00 | 0.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 0.0 | 14.9 | 0.0 | 0.0 | 0.0 | 7.8 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 0.0 | 1.8 | 0.0 | 0.0 | 0.0 | 0.4 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 0.0 | 16.7 | 0.0 | 0.0 | 0.0 | 8.2 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 0.0 | 7.6 | 0.0 | 0.0 | 0.0 | 3.6 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 0.0 | 0.5 | 0.0 | 0.0 | 0.0 | 0.1 | 0.0 | 0.0 |
A&R Engineering, Inc
Synchro 11 Light Report
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GARage 4
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
|---|---|---|---|---|---|---|---|---|
| %ileBackof QFactor(f_B%) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| %ile Back of Q (50%), veh/ln | 0.0 | 8.1 | 0.0 | 0.0 | 0.0 | 3.7 | 0.0 | 0.0 |
| %ileStorage Ratio (RQ%) | 0.00 | 0.07 | 0.00 | 0.00 | 0.00 | 0.19 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Right Lane Group Data | ||||||||
| Assigned Mvmt | 0 | 12 | 18 | 0 | 0 | 16 | 0 | 0 |
| Lane Assignment | T+R | R | ||||||
| Lanes in Grp | 0 | 1 | 2 | 0 | 0 | 0 | 0 | 0 |
| Grp Vol (v), veh/h | 0 | 541 | 640 | 0 | 0 | 0 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 0 | 1854 | 1585 | 0 | 0 | 0 | 0 | 0 |
| Q Serve Time (g_s), s | 0.0 | 20.7 | 23.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_C), s | 0.0 | 20.7 | 23.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prot RT Sat Flow (s_R),veh/h/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prot RT Ef Green (g_R), s | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prop RT Outside Lane(P_R) | 0.00 | 0.05 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Lane Grp Cap (c), veh/h | 0 | 1076 | 719 | 0 | 0 | 0 | 0 | 0 |
| V/C Ratio (X) | 0.00 | 0.50 | 0.89 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 0 | 1076 | 911 | 0 | 0 | 0 | 0 | 0 |
| Upstream Filter (l) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 0.0 | 14.9 | 45.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 0.0 | 1.7 | 9.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 0.0 | 16.6 | 54.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 0.0 | 7.9 | 9.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 0.0 | 0.5 | 0.9 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ileBackof QFactor(f_B%) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| %ile Back of Q (50%), veh/ln | 0.0 | 8.4 | 10.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ile Storage Ratio (RQ%) | 0.00 | 0.07 | 0.55 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Intersection Summary | ||||||||
| HCM6thCtrl Delay,s/veh | 22.8 | |||||||
| HCM6thLOS | C | |||||||
| Notes | ||||||||
| User approved volume balancing among the lanes for turning movement. | ||||||||
| Lane Group | EBL | EBR | NBL | NBT | SBT |
|---|---|---|---|---|---|
| Lane Configurations | # | ||||
| Traffic Volume (vph) | 20 | 254 | 502 | 1205 | 933 |
| FutureVolume(vph) | 20 | 254 | 502 | 1205 | 933 |
| Lane Group Flow (vph) | 148 | 147 | 540 | 1296 | 1063 |
| Turn Type | Prot | Prot | pm+pt | NA | NA |
| Protected Phases | 8 | 8 | 1 | 6 | 2 |
| Permitted Phases | 6 | ||||
| Detector Phase | 8 | 8 | 1 | 6 | 2 |
| SwitchPhase | |||||
| Minimum Initial (s) | 6.0 | 6.0 | 5.0 | 15.0 | 15.0 |
| Minimum Split(s) | 23.5 | 23.5 | 15.0 | 23.5 | 40.5 |
| Total Split (s) | 30.0 | 30.0 | 45.0 | 120.0 | 75.0 |
| Total Split (%) | 20.0% | 20.0% | 30.0% | 80.0% | 50.0% |
| Yellow Time (s) | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 |
| All-Red Time (s) | 2.0 | 2.0 | 2.0 | 2.0 | 2.0 |
| Lost Time Adjust (s) | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Total Lost Time (s) | 5.5 | 5.5 | 5.5 | 5.5 | 5.5 |
| Lead/Lag | Lead | Lag | |||
| Lead-Lag Optimize? | Yes | Yes | |||
| Recall Mode | None | None | None | C-Min | C-Min |
| v/cRatio | 0.69 | 0.64 | 0.78 | 0.42 | 0.56 |
| Control Delay (s/veh) | 31.8 | 22.5 | 29.0 | 2.8 | 25.3 |
| QueueDelay | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Total Delay (s/veh) | 31.8 | 22.5 | 29.0 | 2.8 | 25.3 |
| QueueLength50th(ft) | 21 | 0 | 256 | 94 | 350 |
| Queue Length 95th (ft) | 92 | 73 | 420 | 176 | 490 |
| Internal Link Dist (ft) | 433 | 445 | 3140 | ||
| Turn Bay Length (ft) | 135 | 315 | |||
| Base Capacity (vph) | 368 | 368 | 707 | 3064 | 1905 |
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | |
| Spillback CapReductn | 0 | 0 | 0 | 0 | 0 |
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Reducedv/cRatio | 0.40 | 0.40 | 0.76 | 0.42 | 0.56 |
| Intersection Summary | |||||
| Cycle Length: 150 | |||||
| Actuated Cycle Length: 150 | |||||
| Offset:0 (0%),Referenced to phase2:SBTU and 6:NBTL,Start of Green Natural Cycle: 90 | |||||
| ControlType:Actuated-Coordinated | |||||
| Splits and Phases: 1:ErnestW.BarrettPkwy&MacedoniaRd | |||||
| 01 02 (R) | |||||
| 06 (R) 08 | |||||
| L | ||||||||
|---|---|---|---|---|---|---|---|---|
| Movement | EBL | EBR | NBL | NBT | SBU | SBT SBR | ||
| Lane Configurations | A | |||||||
| Traffic Volume (veh/h) | 20 | 254 | 502 | 1205 | 0 | 933 56 | ||
| Future Volume (veh/h) | 20 | 254 | 502 | 1205 | 0 | 933 56 | ||
| Initial Q (Qb), veh | 0 | 0 | 0 | 0 | 0 0 | |||
| Ped-Bike Adj(A_pbT) | 1.00 | 1.00 | 1.00 | 1.00 | ||||
| Parking Bus, Adj | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 1.00 | |||
| WorkZone On Approach | No | No | No | |||||
| Adj Sat Flow, veh/h/ln | 1870 | 1870 | 1870 | 1870 | 1870 1870 | |||
| Adj FlowRate, veh/h | 0 | 297 | 540 | 1296 | 1003 60 | |||
| Peak Hour Factor | 0.93 | 0.93 | 0.93 | 0.93 | 0.93 0.93 | |||
| Percent Heavy Veh, % | 2 | 2 | 2 | 2 | 2 2 | |||
| Cap,veh/h | 196 | 348 | 568 | 2903 | 2145 128 | |||
| Arrive On Green | 0.00 | 0.11 | 0.15 | 0.82 | 0.63 | 0.63 | ||
| Sat Flow, veh/h | 1781 | 3170 | 1781 | 3647 | 3500 204 | |||
| Grp Volume(v), veh/h | 0 | 297 | 540 | 1296 | 523 540 | |||
| Grp Sat Flow(s),veh/h/ln | 1781 | 1585 | 1781 | 1777 | 1777 | 1834 | ||
| Q Serve(g_s), s | 0.0 | 13.8 | 19.2 | 15.8 | 23.2 23.2 | |||
| Cycle Q Clear(g_c), s | 0.0 | 13.8 | 19.2 | 15.8 | 23.2 23.2 | |||
| Prop In Lane | 1.00 | 1.00 | 1.00 | 0.11 | ||||
| Lane Grp Cap(c), veh/h | 196 | 348 | 568 | 2903 | 1119 1155 | |||
| V/C Ratio(X) | 0.00 | 0.85 | 0.95 | 0.45 | 0.47 0.47 | |||
| Avail Cap(c_a), veh/h | 291 | 518 | 769 | 2903 | 1119 1155 | |||
| HCM Platoon Ratio | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 1.00 | |||
| Upstream Filter(l) | 0.00 | 1.00 | 1.00 | 1.00 | 1.00 1.00 | |||
| Uniform Delay (d), s/veh | 0.0 | 65.6 | 23.1 | 4.0 | 14.6 14.6 | |||
| Incr Delay (d2), s/veh | 0.0 | 8.8 | 17.9 | 0.5 | 1.4 1.4 | |||
| Initial Q Delay(d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 0.0 | |||
| %ileBackOfQ(50%),veh/ln | 0.0 | 6.0 | 22.1 | 4.3 | 9.2 9.5 | |||
| Unsig.Movement Delay, s/veh | 0.0 | 74.4 | 41.0 | 4.5 | 16.0 15.9 | |||
| LnGrp Delay(d), s/veh LnGrp LOS | E | D | A | B B | ||||
| Approach Vol, veh/h | 297 | 1836 | 1063 | |||||
| Approach Delay,s/veh | 74.4 | 15.2 | 16.0 | |||||
| Approach LOS | E | B | B | |||||
| Timer-Assigned Phs | 2 | 6 | 8 | |||||
| Phs Duration (G+Y+Rc), s | 28.1 | 100.0 | 128.0 | 22.0 | ||||
| Change Period (Y+Rc), s | 5.5 | 5.5 | 5.5 | 5.5 | ||||
| Max Green Setting (Gmax), s | 39.5 | 69.5 | 114.5 | 24.5 | ||||
| Max Q Clear Time (g_c+l1), s | 21.2 | 25.2 | 17.8 | 15.8 | ||||
| Green Ext Time (p_c), s | 1.4 | 11.6 | 20.0 | 0.7 | ||||
| Intersection Summary | ||||||||
| HCM6thCtrl Delay,s/veh | 21.0 | |||||||
| HCM 6th LOS | C | |||||||
| Notes | ||||||||
| User approvedpedestrian interval tobeless than phase maxgreen. | ||||||||
| User approved ignoring U-Turning movement. | ||||||||
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GAage 2
| L4 | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| Movement | EBL | EBR | NBL | NBT | SBU | SBT | SBR | ||
| Lane Configurations | # | ||||||||
| TrafficVolume(veh/h) | 20 | 254 | 502 | 1205 | 0 | 933 | 56 | ||
| FutureVolume (veh/h) | 20 | 254 | 502 | 1205 | 0 | 933 | 56 | ||
| Number | 3 | 18 | 1 | 6 | 2 | 12 | |||
| Initial Q, veh | 0 | 0 | 0 | 0 | 0 | 0 | |||
| Ped-Bike Adj (A_pbT) | 1.00 | 1.00 | 1.00 | 1.00 | |||||
| Parking Bus Adj | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |||
| Work Zone On Approach | No | No | No | ||||||
| LanesOpenDuringWorkZone | |||||||||
| Adj Sat Flow,veh/h/ln | 1870 | 1870 | 1870 | 1870 | 1870 | 1870 | |||
| Adj Flow Rate, veh/h | 0 | 297 | 540 | 1296 | 1003 | 60 | |||
| Peak Hour Factor | 0.93 | 0.93 | 0.93 | 0.93 | 0.93 | 0.93 | |||
| Percent Heavy Veh, % | 2 | 2 | 2 | 2 | 2 | 2 | |||
| Opposing Right Turn Influence | Yes | Yes | |||||||
| Cap, veh/h | 196 | 348 | 568 | 2903 | 2145 | 128 | |||
| HCM Platoon Ratio | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |||
| Prop Arrive On Green | 0.00 | 0.11 | 0.15 | 0.82 | 0.63 | 0.63 | |||
| Unsig. Movement Delay | |||||||||
| Ln Grp Delay, s/veh | 0.0 | 74.4 | 41.0 | 4.5 | 16.0 | 15.9 | |||
| Ln Grp LOS | E | D | A | B | B | ||||
| Approach Vol, veh/h | 297 | 1836 | 1063 | ||||||
| Approach Delay, s/veh | 74.4 | 15.2 | 16.0 | ||||||
| Approach LOS | E | B | |||||||
| B | |||||||||
| Timer: | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | |
| Assigned Phs | 1 | 2 | 8 | 6 | |||||
| Case No | 1.2 | 8.0 | 9.0 | 4.0 | |||||
| Phs Duration (G+Y+Rc), s | 28.1 5.5 | 100.0 5.5 | 22.0 | 128.0 5.5 | |||||
| Change Period (Y+Rc), s Max Green (Gmax), s | 39.5 | 69.5 | 5.5 24.5 | 114.5 | |||||
| MaxAllowHeadway(MAH),s | 3.5 | 3.8 | 5.8 | ||||||
| Max Q Clear (g_c+l1), s | 21.2 | 5.8 | |||||||
| Green Ext Time (g_e), s | 1.4 | 25.2 11.6 | 15.8 0.7 | 17.8 20.0 | |||||
| 1.00 | 1.00 | ||||||||
| Prob of Phs Call (p_c) | 1.00 | 1.00 | |||||||
| Prob of Max Out (p_x) | 0.00 | 0.06 | 0.03 | 0.01 | |||||
| Left-Tum Movement Data | |||||||||
| Assigned Mvmt | 1 | 5 | 3 | ||||||
| Mvmt SatFlow,veh/h | 1781 | 0 | 1781 | ||||||
| Through Movement Data | |||||||||
| Assigned Mvmt | 2 | 8 | 6 | ||||||
| Mvmt Sat Flow, veh/h | 3500 | 0 | 3647 | ||||||
| Right-Turn Movement Data | |||||||||
| Assigned Mvmt | 12 | 18 | 16 | ||||||
| Mvmt Sat Flow,veh/h | 204 | 3170 | 0 | ||||||
| Left Lane GroupData | |||||||||
| Assigned Mvmt | 1 | 5 | 3 | 0 | 0 | 0 | 0 | 0 | |
| Lane Assignment | L (Pr/Pm) | L |
A&R Engineering, Inc
Synchro 11 Light Report
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GARage 3
| Lanes in Grp | 1 | 0 | 1 | 0 | 0 | 0 | 0 | 0 |
|---|---|---|---|---|---|---|---|---|
| Grp Vol (v), veh/h | 540 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 1781 | 0 | 1781 | 0 | 0 | 0 | 0 | 0 |
| Q Serve Time (g_s), s | 19.2 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Cycle Q Clear Time (g._c), s | 19.2 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Sat Flow (s_I),veh/h/ln | 531 | 0 | 1781 | 0 | 0 | 0 | 0 | 0 |
| Shared LTSatFlow(s_sh),veh/h/ln | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Perm LT Eff Green (g_P), s | 96.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Serve Time (g_u), s | 71.3 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Q Serve Time (g__ps), s | 71.3 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Time to First Blk (g_f), s | 0.0 | 94.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Serve Time pre Blk (g_fs), s | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prop LT Inside Lane (P_L) | 1.00 | 0.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Lane Grp Cap (c), veh/h | 568 | 0 | 196 | 0 | 0 | 0 | 0 | 0 |
| V/C Ratio (X) | 0.95 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 769 | 0 | 291 | 0 | 0 | 0 | 0 | 0 |
| Upstream Filter (l) | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 23.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 17.9 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 41.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 19.2 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 2.8 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ileBack of QFactor(f_B%) | 1.00 | 1.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| %ile Back of Q (50%), veh/n | 22.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ileStorage Ratio(RQ%) | 1.78 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Middle Lane Group Data | ||||||||
| Assigned Mvmt | 0 | 2 | 8 | 0 | 0 | 6 | 0 | 0 |
| Lane Assignment | T | T | ||||||
| Lanes in Grp | 0 | 1 | 0 | 0 | 0 | 2 | 0 | 0 |
| Grp Vol (v), veh/h | 0 | 523 | 0 | 0 | 0 | 1296 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 0 | 1777 | 0 | 0 | 0 | 1777 | 0 | 0 |
| Q Serve Time (g_s), s | 0.0 | 23.2 | 0.0 | 0.0 | 0.0 | 15.8 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_c), s | 0.0 | 23.2 | 0.0 | 0.0 | 0.0 | 15.8 | 0.0 | 0.0 |
| Lane Grp Cap (c), veh/h | 0 | 1119 | 0 | 0 | 0 | 2903 | 0 | 0 |
| V/C Ratio (X) | 0.00 | 0.47 | 0.00 | 0.00 | 0.00 | 0.45 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 0 | 1119 | 0 | 0 | 0 | 2903 | 0 | 0 |
| Upstream Filter (l) | 0.00 | 1.00 | 0.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 0.0 | 14.6 | 0.0 | 0.0 | 0.0 | 4.0 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 0.0 | 1.4 | 0.0 | 0.0 | 0.0 | 0.5 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 0.0 | 16.0 | 0.0 | 0.0 | 0.0 | 4.5 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 0.0 | 8.8 | 0.0 | 0.0 | 0.0 | 4.1 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 0.0 | 0.4 | 0.0 | 0.0 | 0.0 | 0.2 | 0.0 | 0.0 |
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GARage 4
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
|---|---|---|---|---|---|---|---|---|
| %ileBackof QFactor(f_B%) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| %ile Back of Q (50%), veh/ln | 0.0 | 9.2 | 0.0 | 0.0 | 0.0 | 4.3 | 0.0 | 0.0 |
| %ile Storage Ratio (RQ%) | 0.00 | 0.07 | 0.00 | 0.00 | 0.00 | 0.23 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Right Lane Group Data | ||||||||
| Assigned Mvmt | 0 | 12 | 18 | 0 | 0 | 16 | 0 | 0 |
| Lane Assignment | T+R | R | ||||||
| Lanes in Grp | 0 | 1 | 2 | 0 | 0 | 0 | 0 | 0 |
| Grp Vol (v), veh/h | 0 | 540 | 297 | 0 | 0 | 0 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 0 | 1834 | 1585 | 0 | 0 | 0 | 0 | 0 |
| Q Serve Time (g_s), s | 0.0 | 23.2 | 13.8 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_C), s | 0.0 | 23.2 | 13.8 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prot RT Sat Flow (s_R), veh/h/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prot RT Eff Green (g_R), s | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prop RT Outside Lane (P_R) | 0.00 | 0.11 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Lane Grp Cap (c), veh/h | 0 | 1155 | 348 | 0 | 0 | 0 | 0 | 0 |
| V/C Ratio (X) | 0.00 | 0.47 | 0.85 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 0 | 1155 | 518 | 0 | 0 | 0 | 0 | 0 |
| Upstream Filter (l) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 0.0 | 14.6 | 65.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 0.0 | 1.4 | 8.8 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Initial QDelay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 0.0 | 15.9 | 74.4 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 0.0 | 9.1 | 5.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 0.0 | 0.4 | 0.4 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ileBackof QFactor(f_B%) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| %ile Back of Q (50%),veh/ln | 0.0 | 9.5 | 6.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ile Storage Ratio (RQ%) | 0.00 | 0.08 | 0.33 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Intersection Summary | ||||||||
| HCM 6th Ctrl Delay, s/veh | 21.0 | |||||||
| HCM6thLOS | C |
Notes
User approved pedestrian interval to beless than phase max green.
User approved volume balancing among the lanes for turning movement.
User approved ignoring U-Turning movement.
| Lane Group | EBL | EBR | NBL | NBT | SBT |
|---|---|---|---|---|---|
| Lane Configurations | 个 | ||||
| TrafficVolume (vph) | 67 | 521 | 157 | 736 | 959 |
| Future Volume (vph) | 67 | 521 | 157 | 736 | 959 |
| Lane Group Flow (vph) | 326 | 321 | 173 | 809 | 1080 |
| Turn Type | Prot | Prot | pm+pt | NA | NA |
| Protected Phases | 8 | 8 | 1 | 6 | 2 |
| Permitted Phases | 6 | ||||
| Detector Phase | 8 | 8 | 1 | 6 | 2 |
| SwitchPhase | |||||
| Minimum Initial (s) | 6.0 | 6.0 | 5.0 | 15.0 | 15.0 |
| Minimum Split (s) | 23.5 | 23.5 | 15.0 | 23.5 | 40.5 |
| Total Split (s) | 40.0 | 40.0 | 30.0 | 80.0 | 50.0 |
| Total Split (%) | 33.3% | 33.3% | 25.0% | 66.7% | 41.7% |
| Yellow Time (s) | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 |
| All-Red Time (s) | 2.0 | 2.0 | 2.0 | 2.0 | 2.0 |
| Lost Time Adjust (s) | 0.0 | 0.0 | 0.0 | 0:0 | 0.0 |
| Total Lost Time (s) | 5.5 | 5.5 | 5.5 | 5.5 | 5.5 |
| Lead/Lag | Lead | Lag | |||
| Lead-Lag Optimize? | Yes | Yes | |||
| Recall Mode | None | None | None | C-Min | C-Min |
| v/cRatio | 0.83 | 0.62 | 0.43 | 0.31 | 0.52 |
| Control Delay (s/veh) | 43.6 | 9.6 | 9.1 | 6.4 | 17.4 |
| QueueDelay | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Total Delay (s/veh) | 43.6 | 9.6 | 9.1 | 6.4 | 17.4 |
| Queue Length50th (ft) | 142 | 0 | 34 | 96 | 241 |
| Queue Length 95th (ft) | 227 | 76 | 77 | 172 | 411 |
| Internal Link Dist (ft) | 433 | 445 | 3140 | ||
| Tum Bay Length (ft) | 135 | 315 | |||
| Base Capacity (vph) | 570 | 661 | 547 | 2617 | 2093 |
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| SpillbackCapReductn | 0 | 0 | 0 | 0 | 0 |
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Reduced v/c Ratio | 0.57 | 0.49 | 0.32 | 0.31 | 0.52 |
| Intersection Summary | |||||
| Cycle Length: 120 | |||||
| Actuated Cycle Length: 120 | |||||
| Offset:0 (0%),Referenced tophase2:SBTU and 6:NBTL,Start of Green | |||||
| Natural Cycle:80 ControlType:Actuated-Coordinated | |||||
| SplitsandPhases:1:ErnestW.BarrettPkwy&MacedoniaRd | |||||
| Q1 | p | 02(R) | |||
| 06(R) | |||||
| Movement | EBL | EBR | NBL | NBT | SBU | SBT | SBR |
|---|---|---|---|---|---|---|---|
| Lane Configurations | 个个 | ||||||
| Traffic Volume (veh/h) | '67 | 521 | 157 | 736 | 0 | 959 | 24 |
| Future Volume (veh/h) | 67 | 521 | 157 | 736 | 0 | 959 | 24 |
| Initial Q (Qb), veh | 0 | 0 | 0 | 0 | 0 | 0 | |
| Ped-Bike Adj(A_pbT) | 1.00 | 1.00 | 1.00 | 1.00 | |||
| Parking Bus, Adj | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| WorkZone OnApproach | No | No | No | ||||
| Adj Sat Flow,veh/h/ln | 1870 | 1870 | 1870 | 1870 | 1870 | 1870 | |
| Adj Flow Rate, veh/h | 0 | 652 | 173 | 809 | 1054 | 26 | |
| Peak Hour Factor | 0.91 | 0.91 | 0.91 | 0.91 | 0.91 | 0.91 | |
| Percent Heavy Veh, % | 2 | 2 | 2 | 2 | 2 | 2 | |
| Cap, veh/h | 410 | 730 | 368 | 2409 | 2038 | 50 | |
| Arrive On Green | 0.00 | 0.23 | 0.06 | 0.68 | 0.58 | 0.58 | |
| Sat Flow, veh/h | 1781 | 3170 | 1781 | 3647 | 3638 | 87 | |
| Grp Volume(v), veh/h | 0 | 652 | 173 | 809 | 528 | 552 | |
| Grp Sat Flow(s),veh/h/ln | 1781 | 1585 | 1781 | 1777 | 1777 | 1855 | |
| Q Serve(g_s), s | 0.0 | 23.9 | 4.5 | 11.4 | 21.6 | 21.6 | |
| Cycle Q Clear(g_c), s | 0.0 | 23.9 | 4.5 | 11.4 | 21.6 | 21.6 | |
| Prop In Lane | 1.00 | 1.00 | 1.00 | 0.05 | |||
| Lane Grp Cap(c), veh/h | 410 | 730 | 368 | 2409 | 1022 | 1066 | |
| V/C Ratio(X) | 0.00 | 0.89 | 0.47 | 0.34 | 0.52 | 0.52 | |
| Avail Cap(c_a), veh/h | 512 | 911 | 630 | 2409 | 1022 | 1066 | |
| HCM Platoon Ratio | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| Upstream Filter() | 0.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| UniformDelay (d), s/veh | 0.0 | 44.7 | 11.7 | 8.1 | 15.4 | 15.4 | |
| Incr Delay (d2), s/veh | 0.0 | 9.5 | 0.9 | 0.4 | 1.9 | 1.8 | |
| Initial Q Delay(d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | |
| %ile BackOfQ(50%),veh/ln | 0.0 | 10.2 | 1.6 | 3.9 | 8.5 | 8.8 | |
| Unsig.MovementDelay,s/veh LnGrp Delay(d), s/veh | 0.0 | 54.2 D | 12.6 B | 8.4 A | 17.3 B | 17.2 | |
| LnGrp LOS Approach Vol, veh/h | 652 | 982 | B | ||||
| 1080 | |||||||
| Approach Delay, s/veh | 54.2 | 9.2 | 17.3 | ||||
| Approach LOS | D | A | B | ||||
| Timer.-Assigned Phs | 2 | 6 | 8 | ||||
| Phs Duration (G+Y+Rc), s | 12.4 | 74.5 | 86.9 5.5 | 33.1 | |||
| Change Period (Y+Rc), s | 5.5 | 5.5 | 5.5 | ||||
| Max Green Setting (Gmax), s | 24.5 | 44.5 | 74.5 | 34.5 | |||
| Max Q Clear Time (g_c+11), s | 6.5 | 23.6 | 13.4 | 25.9 1.7 | |||
| Green Ext Time (p_c), s | 0.3 | 9.0 | 8.9 | ||||
| Intersection Summary | |||||||
| HCM 6th Ctrl Delay, s/veh | 23.2 | ||||||
| HCM6thLOS | C | ||||||
| Notes | |||||||
| Userapprovedvolumebalancing among thelanesfor turningmovement. | |||||||
| L4 | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| Movement | EBL | EBR | NBL | NBT | SBU | SBT | SBR | ||
| Lane Configurations | 个个 | ||||||||
| TrafficVolume(veh/h) | 67 | 521 | 157 | 736 | 0 | 959 | 24 | ||
| Future Volume (veh/h) | 67 | 521 | 157 | 736 | 0 | 959 | 24 | ||
| Number | 3 | 18 | 1 | 6 | 2 | 12 | |||
| Initial Q, veh | 0 | 0 | 0 | 0 | 0 | 0 | |||
| Ped-Bike Adj (A_pbT) | 1.00 | 1.00 | 1.00 | 1.00 | |||||
| Parking Bus Adj | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |||
| WorkZone On Approach | No | No | No | ||||||
| LanesOpenDuringWorkZone | |||||||||
| Adj Sat Flow, veh/h/in | 1870 | 1870 | 1870 | 1870 | 1870 | 1870 | |||
| Adj Flow Rate, veh/h | 0 | 652 | 173 | 809 | 1054 | 26 | |||
| Peak Hour Factor | 0.91 | 0.91 | 0.91 | 0.91 | 0.91 | 0.91 | |||
| Percent Heavy Veh, % | 2 | 2 | 2 | 2 | 2 | 2 | |||
| Opposing Right Tun Influence | Yes | Yes | |||||||
| Cap, veh/h | 410 | 730 | 368 | 2409 | 2038 | 50 | |||
| HCM Platoon Ratio | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |||
| PropArrive OnGreen | 0.00 | 0.23 | 0.06 | 0.68 | 0.58 | 0.58 | |||
| Unsig. Movement Delay. | |||||||||
| Ln Grp Delay, s/veh | 0.0 | 54.2 | 12.6 | 8.4 | 17.3 | 17.2 | |||
| Ln Grp LOS | D | B | A | B | B | ||||
| Approach Vol, veh/h | 652 | 982 | 1080 | ||||||
| Approach Delay, s/veh | 54.2 | 9.2 | 17.3 | ||||||
| Approach LOS | D | B | |||||||
| A | |||||||||
| Timer: | 2 | 3 | 4 | 5 | 6 | 7 | 8 | ||
| Assigned Phs | 1 | 2 | 8 | 6 | |||||
| Case No | 1.2 | 8.0 | 9.0 | 4.0 | |||||
| Phs Duration(G+Y+Rc), s | 12.4 5.5 | 74.5 | 33.1 | 86.9 | |||||
| Change Period (Y+Rc), s Max Green (Gmax), s | 24.5 | 5.5 44.5 | 5.5 34.5 | 5.5 74.5 | |||||
| MaxAllowHeadway(MAH),s | 3.5 | 5.8 | 3.8 | 5.8 | |||||
| Max Q Clear (g_c+l1), s | 6.5 | ||||||||
| Green Ext Time (g_e), s | 0.3 | 23.6 9.0 | 25.9 1.7 | 13.4 8.9 | |||||
| Prob of Phs Call (p_c) | 1.00 | 1.00 | 1.00 | 1.00 | |||||
| Prob of Max Out (p_x) | 0.00 | 0.33 | 0.15 | 0.00 | |||||
| Left-Tum Movement Data | |||||||||
| Assigned Mvmt | 1 | 5 | 3 | ||||||
| Mvmt SatFlow,veh/h | 1781 | 0 | 1781 | ||||||
| Through Movement Data | |||||||||
| Assigned Mvmt | 2 | 8 | 9 | ||||||
| Mvmt Sat Flow,veh/h | 3638 | 0 | 3647 | ||||||
| Right-Turn Movement Data | |||||||||
| Assigned Mvmt | 12 | 18 | 16 | ||||||
| Mvmt Sat Flow,veh/h | 87 | 3170 | 0 | ||||||
| Lef Lane Group Data | |||||||||
| Assigned Mvmt | 1 | 5 | 3 | 0 | 0 | 0 | 0 | 0 | |
| Lane Assignment | L (Pr/Pm) | L |
A&R Engineering, Inc
Synchro 11 Light Report
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GAage 3
| Lanes in Grp | 1 | 0 | 1 | 0 | 0 | 0 | 0 | 0 |
|---|---|---|---|---|---|---|---|---|
| Grp Vol (v), veh/h | 173 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 1781 | 0 | 1781 | 0 | 0 | 0 | 0 | 0 |
| Q Serve Time (g_s), s | 4.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_ c), s | 4.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Sat Flow (s_I), veh/h/ln | 522 | 0 | 1781 | 0 | 0 | 0 | 0 | 0 |
| Shared LT Sat Flow(s_sh),veh/h/ln | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Perm LT Eff Green (g_p), s | 71.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Serve Time (g_u), s | 47.4 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Q Serve Time (g_ps), s | 11.7 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Time to First Blk (g_f), s | 0.0 | 69.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Serve Time pre Blk (g_fs), s | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prop LT Inside Lane (P_L) | 1.00 | 0.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Lane Grp Cap (c), veh/h | 368 | 0 | 410 | 0 | 0 | 0 | 0 | 0 |
| V/C Ratio (X) | 0.47 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 630 | 0 | 512 | 0 | 0 | 0 | 0 | 0 |
| Upstream Filter (I) | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 11.7 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 0.9 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 12.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 1.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 0.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 3rd-Term Q (Q3), veh/in | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ileBackofQFactor(f_B%) | 1.00 | 1.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| %ile Back of Q (50%), veh/ln | 1.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ile Storage Ratio (RQ%) | 0.13 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Middle Lane Group Data | ||||||||
| Assigned Mvmt | 0 | 2 | 8 | 0 | 0 | 6 | 0 | 0 |
| Lane Assignment | T | T | ||||||
| Lanes in Grp | 0 | 1 | 0 | 0 | 0 | 2 | 0 | 0 |
| Grp Vol (v), veh/h | 0 | 528 | 0 | 0 | 0 | 809 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 0 | 1777 | 0 | 0 | 0 | 1777 | 0 | 0 |
| Q Serve Time (g_s), s | 0.0 | 21.6 | 0.0 | 0.0 | 0.0 | 11.4 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_c), s | 0.0 | 21.6 | 0.0 | 0.0 | 0.0 | 11.4 | 0.0 | 0.0 |
| Lane Grp Cap (c), veh/h | 0 | 1022 | 0 | 0 | 0 | 2409 | 0 | 0 |
| V/C Ratio (X) | 0.00 | 0.52 | 0.00 | 0.00 | 0.00 | 0.34 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 0 | 1022 | 0 | 0 | 0 | 2409 | 0 | 0 |
| Upstream Filter (l) | 0.00 | 1.00 | 0.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 0.0 | 15.4 | 0.0 | 0.0 | 0.0 | 8.1 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 0.0 | 1.9 | 0.0 | 0.0 | 0.0 | 0.4 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 0.0 | 17.3 | 0.0 | 0.0 | 0.0 | 8.4 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 0.0 | 8.0 | 0.0 | 0.0 | 0.0 | 3.8 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 0.0 | 0.5 | 0.0 | 0.0 | 0.0 | 0.1 | 0.0 | 0.0 |
A&R Engineering, Inc
Synchro 11 Light Report
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GARage 4
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
|---|---|---|---|---|---|---|---|---|
| %ileBackof QFactor(f_B%) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| %ile Back of Q (50%), veh/ln | 0.0 | 8.5 | 0.0 | 0.0 | 0.0 | 3.9 | 0.0 | 0.0 |
| %ileStorage Ratio(RQ%) | 0.00 | 0.07 | 0.00 | 0.00 | 0.00 | 0.20 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Right Lane Group Data | ||||||||
| Assigned Mvmt | 0 | 12 | 18 | 0 | 0 | 16 | 0 | 0 |
| Lane Assignment | T+R | R | ||||||
| Lanes in Grp | 0 | 1 | 2 | 0 | 0 | 0 | 0 | 0 |
| Grp Vol (v), veh/h | 0 | 552 | 652 | 0 | 0 | 0 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 0 | 1855 | 1585 | 0 | 0 | 0 | 0 | 0 |
| Q Serve Time (g_s), s | 0.0 | 21.6 | 23.9 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_ c), s | 0.0 | 21.6 | 23.9 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prot RT Sat Flow (s_R), veh/h/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prot RT Eff Green (g_R), s | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prop RT Outside Lane (P_R) | 0.00 | 0.05 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Lane Grp Cap (c), veh/h | 0 | 1066 | 730 | 0 | 0 | 0 | 0 | 0 |
| V/C Ratio (X) | 0.00 | 0.52 | 0.89 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 0 | 1066 | 911 | 0 | 0 | 0 | 0 | 0 |
| Upstream Filter (l) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 0.0 | 15.4 | 44.7 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 0.0 | 1.8 | 9.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 0.0 | 17.2 | 54.2 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 0.0 | 8.3 | 9.3 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 0.0 | 0.5 | 1.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ileBackof QFactor (f_B%) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| %ile Back of Q (50%), veh/ln | 0.0 | 8.8 | 10.2 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ile Storage Ratio (RQ%) | 0.00 | 0.07 | 0.56 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Intersection Summary | ||||||||
| HCM 6th Ctrl Delay, s/veh | 23.2 | |||||||
| HCM6thLOS | C | |||||||
| Notes |
User approvedvolumebalancing among thelanesforturningmovement.
User approved ignoring U-Turning movement.
| Lane Group | EBL | EBR | NBL | NBT | SBT |
|---|---|---|---|---|---|
| Lane Configurations | 个 | 裕 | |||
| Traffic Volume (vph) | 20 | 259 | 512 | 1229 | 952 |
| Future Volume(vph) | 20 | 259 | 512 | 1229 | 952 |
| Lane Group Flow (vph) | 150 | 150 | 551 | 1322 | 1085 |
| Turn Type | Prot | Prot | pm+pt | NA | NA |
| Protected Phases | 8 | 8 | 1 | 6 | 2 |
| Permitted Phases | 6 | ||||
| DetectorPhase | 8 | 8 | 1 | 6 | 2 |
| SwitchPhase | |||||
| Minimum Initial (s) | 6.0 | 6.0 | 5.0 | 15.0 | 15.0 |
| Minimum Split(s) | 23.5 | 23.5 | 15.0 | 23.5 | 40.5 |
| Total Split (s) | 30.0 | 30.0 | 45.0 | 120.0 | 75.0 |
| Total Split (%) | 20.0% | 20.0% | 30.0% | 80.0% | 50.0% |
| Yellow Time (s) | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 |
| All-Red Time (s) | 2.0 | 2.0 | 2.0 | 2.0 | 2.0 |
| Lost Time Adjust (s) | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Total Lost Time (s) | 5.5 | 5.5 | 5.5 | 5.5 | 5.5 |
| Lead/Lag | Lead | Lag | |||
| Lead-Lag Optimize? | Yes | Yes | |||
| Recall Mode | None | None | None | C-Min | C-Min |
| v/cRatio | 0.69 | 0.65 | 0.79 | 0.43 | 0.58 |
| Control Delay (s/veh) | 31.7 | 22.4 | 31.6 | 2.8 | 26.7 |
| Queue Delay | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Total Delay (s/veh) | 31.7 | 22.4 | 31.6 | 2.8 | 26.7 |
| Queue Length50th(ft) | 21 | 0 | 282 | 97 | 372 |
| Queue Length95th (ft) | 94 | 73 | 454 | 183 | 504 |
| Internal Link Dist (ft) | 433 | 445 | 3140 | ||
| Turn Bay Length (ft) | 135 | 315 | |||
| Base Capacity (vph) | 370 | 371 | 707 | 3064 | 1865 |
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| SpillbackCap Reductn | 0 | 0 | 0 | 0 | 0 |
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 |
| Reduced v/c Ratio | 0.41 | 0.40 | 0.78 | 0.43 | 0.58 |
| Intersection Summary | |||||
| Cycle Length: 150 | |||||
| Actuated Cycle Length: 150 Offset:0(0%),Referenced tophase2:SBTU and 6:NBTL,Start of Green | |||||
| Natural Cycle:90 ControlType:Actuated-Coordinated | |||||
| Splits andPhases: 1:ErnestW.BarrettPkwy&MacedoniaRd | |||||
| p | |||||
| 01 02 (R) | |||||
| 06(R) 08 | |||||
| Movement | EBL | EBR | NBL | NBT | SBU | SBT | SBR |
|---|---|---|---|---|---|---|---|
| Lane Configurations | 产 | 个个 | |||||
| Traffic Volume (veh/h) | 20 | 259 | 512 | 1229 | 0 | 952 | 57 |
| Future Volume (veh/h) | 20 | 259 | 512 | 1229 | 0 | 952 | 57 |
| Initial Q (Qb), veh | 0 | 0 | 0 | 0 | 0 | 0 | |
| Ped-Bike Adj(A_pbT) | 1.00 | 1.00 | 1.00 | 1.00 | |||
| Parking Bus, Adj | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| WorkZoneOnApproach | No | No | No | ||||
| Adj Sat Flow,veh/h/ln | 1870 | 1870 | 1870 | 1870 | 1870 | 1870 | |
| Adj Flow Rate, veh/h | 0 | 302 | 551 | 1322 | 1024 | 61 | |
| Peak HourFactor | 0.93 | 0.93 | 0.93 | 0.93 | 0.93 | 0.93 | |
| Percent Heavy Veh, % | 2 | 2 | 2 | 2 | 2 | 2 | |
| Cap, veh/h | 198 | 353 | 579 | 2897 | 2077 | 124 | |
| ArriveOnGreen | 0.00 | 0.11 | 0.17 | 0.82 | 0.61 | 0.61 | |
| Sat Flow, veh/h | 1781 | 3170 | 1781 | 3647 | 3501 | 203 | |
| Grp Volume(v), veh/h | 0 | 302 | 551 | 1322 | 534 | 551 | |
| Grp Sat Flow(s),veh/h/ln | 1781 | 1585 | 1781 | 1777 | 1777 | 1834 | |
| Q Serve(g_s), s | 0.0 | 14.0 | 22.0 | 16.4 | 25.2 | 25.2 | |
| Cycle Q Clear(g_c), s | 0.0 | 14.0 | 22.0 | 16.4 | 25.2 | 25.2 | |
| Prop In Lane | 1.00 | 1.00 | 1.00 | 0.11 | |||
| Lane Grp Cap(c), veh/h | 198 | 353 | 579 | 2897 | 1083 | 1118 | |
| V/C Ratio(X) | 0.00 | 0.86 | 0.95 | 0.46 | 0.49 | 0.49 | |
| Avail Cap(c_a), veh/h | 291 | 518 | 747 | 2897 | 1083 | 1118 | |
| HCM Platoon Ratio | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| Upstream Filter(l) | 0.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| Uniform Delay (d), s/veh | 0.0 | 65.5 | 25.8 | 4.1 | 16.3 | 16.3 | |
| Incr Delay (d2), s/veh | 0.0 | 9.1 | 19.2 | 0.5 | 1.6 | 1.6 | |
| Initial Q Delay(d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | |
| %ile BackOfQ(50%),veh/ln | 0.0 | 6.1 | 22.7 | 4.6 | 10.2 | 10.5 | |
| Unsig.Movement Delay, s/veh | 0.0 | 74.6 | 45.1 | 4.6 | 17.9 | 17.9 | |
| LnGrp Delay(d), s/veh LnGrp LOS | E | D | A | B | B | ||
| Approach Vol, veh/h Approach Delay, s/veh | 302 74.6 | 1873 | 1085 | 17.9 | |||
| E | 16.5 | B | |||||
| Approach LOS | B | 6 | 8 | ||||
| Timer-Assigned Phs | 2 | 127.8 | 22.2 | ||||
| Phs Duration(G+Y+Rc),s | 30.9 | 96.9 | 5.5 | 5.5 | |||
| Change Period (Y+Rc), s | 5.5 | 5.5 | |||||
| Max Green Setting (Gmax), s | 39.5 | 69.5 | 114.5 | 24.5 | |||
| Max Q Clear Time (g_c+I1), s Green Ext Time (p_c), s | 24.0 1.4 | 27.2 11.8 | 18.4 20.8 | 16.0 0.7 | |||
| Intersection Summary | |||||||
| HCM 6th Ctrl Delay, s/veh | 22.4 | ||||||
| HCM6thLOS | C | ||||||
| Notes | |||||||
| User approvedpedestrian interval tobeless thanphasemaxgreen. User approved volume balancing among the lanes for turning movement. | |||||||
| UserapprovedignoringU-Turningmovement. | |||||||
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GARage 2
| L | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| Movement | EBL | EBR | NBL | NBT | SBU | SBT | SBR | ||
| Lane Configurations | # | ||||||||
| 20 | 259 | 512 | 1229 | 0 | 952 | 57 | |||
| Future Volume (veh/h) | 20 | 259 | 512 | 1229 | 0 | 952 | 57 | ||
| Number | 3 | 18 | 1 | 6 | 2 | 12 | |||
| Initial Q, veh | 0 | 0 | 0 | 0 | 0 | 0 | |||
| Ped-Bike Adj (A_pbT) | 1.00 | 1.00 | 1.00 | 1.00 | |||||
| Parking Bus Adj | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |||
| WorkZone On Approach | No | No | No | ||||||
| LanesOpenDuringWorkZone | |||||||||
| Adj Sat Flow, veh/h/ln | 1870 | 1870 | 1870 | 1870 | 1870 | 1870 | |||
| AdjFlow Rate,veh/h | 0 | 302 | 551 | 1322 | 1024 | 61 | |||
| Peak Hour Factor | 0.93 | 0.93 | 0.93 | 0.93 | 0.93 | 0.93 | |||
| Percent Heavy Veh, % | 2 | 2 | 2 | 2 | 2 | 2 | |||
| Opposing Right Turn Influence | Yes | Yes | |||||||
| Cap,veh/h | 198 | 353 | 579 | 2897 | 2077 | 124 | |||
| HCM Platoon Ratio | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |||
| Prop Arrive On Green | 0.00 | 0.11 | 0.17 | 0.82 | 0.61 | 0.61 | |||
| Unsig.Movement Delay | |||||||||
| Ln Grp Delay, s/veh | 0.0 | 74.6 | 45.1 | 4.6 | 17.9 | 17.9 | |||
| Ln Grp LOS | E | D | A | B | B | ||||
| Approach Vol, veh/h | 302 | 1873 | 1085 | ||||||
| Approach Delay, s/veh | 74.6 | 16.5 | 17.9 | ||||||
| Approach LOS | E | B | B | ||||||
| Timer: | 1 | 2 | 3 | 5 | 6 | 8 | |||
| Assigned Phs | 1 | 2 | 8 | 9 | |||||
| Case No | 1.2 | 8.0 | 9.0 | 4.0 | |||||
| Phs Duration (G+Y+Rc),s | 30.9 | 96.9 | 22.2 | 127.8 | |||||
| Change Period (Y+Rc), s | 5.5 | 5.5 | 5.5 | 5.5 | |||||
| Max Green (Gmax), s | 39.5 | 69.5 | 24.5 | 114.5 | |||||
| MaxAllow Headway (MAH), s | 3.5 | 5.8 | 3.8 | 5.8 | |||||
| Max Q Clear (g_c+I1), s | 24.0 | 27.2 | 16.0 | 18.4 | |||||
| Green Ext Time (g_e), s | 1.4 | 11.8 | 0.7 | 20.8 | |||||
| Prob of Phs Call (p_c) | 1.00 | 1.00 | 1.00 | 1.00 | |||||
| Prob of Max Out (p_x) | 0.00 | 0.07 | 0.04 | 0.01 | |||||
| Left-Tum Movement Data | |||||||||
| AssignedMvmt | 1 | 5 | 3 | ||||||
| Mvmt SatFlow,veh/h | 1781 | 0 | 1781 | ||||||
| Through Movement Data | |||||||||
| Assigned Mvmt | 2 | 8 | 6 | ||||||
| Mvmt Sat Flow, veh/h | 3501 | 0 | 3647 | ||||||
| Right-Turn MovementData | |||||||||
| Assigned Mvmt | 12 | 18 | 16 | ||||||
| MvmtSatFlow,veh/h | 203 | 3170 | 0 | ||||||
| Left Lane Group Data | |||||||||
| Assigned Mvmt | 1 | 5 | 3 | 0 | 0 | 0 | 0 | 0 | |
| Lane Assignment | L (Pr/Pm) | L |
A&R Engineering, Inc
Synchro11 LightReport
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GARage 3
| Lanes in Grp | 1 | 0 | 1 | 0 | 0 | 0 | 0 | 0 |
|---|---|---|---|---|---|---|---|---|
| Grp Vol (v), veh/h | 551 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 1781 | 0 | 1781 | 0 | 0 | 0 | 0 | 0 |
| Q Serve Time (g_s), s | 22.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_C), s | 22.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Sat Flow (s_I), veh/h/ln | 520 | 0 | 1781 | 0 | 0 | 0 | 0 | 0 |
| Shared LT Sat Flow (s_sh), veh/h/ln | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Perm LT Eff Green (g_-p), s | 93.4 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT ServeTime (g_u),s | 66.3 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Q ServeTime (g_ps), s | 66.3 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Time to First Blk (g_f), s | 0.0 | 91.4 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Serve Time pre Blk (g_fs), s | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prop LT Inside Lane (P_L) | 1.00 | 0.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Lane Grp Cap (c), veh/h | 579 | 0 | 198 | 0 | 0 | 0 | 0 | 0 |
| V/C Ratio (X) | 0.95 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 747 | 0 | 291 | 0 | 0 | 0 | 0 | 0 |
| Upstream Filter (l) | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 25.8 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 19.2 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 45.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 19.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 3.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ileBackofQFactor(f_B%) | 1.00 | 1.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| %ile Back of Q (50%), veh/ln | 22.7 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ile Storage Ratio (RQ%) | 1.83 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe),veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Middle Lane GroupData | ||||||||
| Assigned Mvmt | 0 | 2 | 8 | 0 | 0 | 6 | 0 | 0 |
| Lane Assignment | T | T | ||||||
| Lanes in Grp | 0 | 1 | 0 | 0 | 0 | 2 | 0 | 0 |
| Grp Vol (v), veh/h | 0 | 534 | 0 | 0 | 0 | 1322 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 0 | 1777 | 0 | 0 | 0 | 1777 | 0 | 0 |
| Q Serve Time (g_s), s | 0.0 | 25.2 | 0.0 | 0.0 | 0.0 | 16.4 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_c), s | 0.0 | 25.2 | 0.0 | 0.0 | 0.0 | 16.4 | 0.0 | 0.0 |
| Lane Grp Cap (c), veh/h | 0 | 1083 | 0 | 0 | 0 | 2897 | 0 | 0 |
| V/C Ratio (X) | 0.00 | 0.49 | 0.00 | 0.00 | 0.00 | 0.46 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 0 | 1083 | 0 | 0 | 0 | 2897 | 0 | 0 |
| Upstream Filter (l) | 0.00 | 1.00 | 0.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 0.0 | 16.3 | 0.0 | 0.0 | 0.0 | 4.1 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 0.0 | 1.6 | 0.0 | 0.0 | 0.0 | 0.5 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 0.0 | 17.9 | 0.0 | 0.0 | 0.0 | 4.6 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 0.0 | 9.7 | 0.0 | 0.0 | 0.0 | 4.4 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 0.0 | 0.5 | 0.0 | 0.0 | 0.0 | 0.2 | 0.0 | 0.0 |
A&R Engineering, Inc
Synchro 11 Light Report
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GAage 4
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
|---|---|---|---|---|---|---|---|---|
| %ileBackofQFactor(f_B%) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| %ile Back of Q (50%), veh/ln | 0.0 | 10.2 | 0.0 | 0.0 | 0.0 | 4.6 | 0.0 | 0.0 |
| %ile Storage Ratio (RQ%) | 0.00 | 0.08 | 0.00 | 0.00 | 0.00 | 0.24 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q(Qe), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Right Lane Group Data | ||||||||
| Assigned Mvmt | 0 | 12 | 18 | 0 | 0 | 16 | 0 | 0 |
| Lane Assignment | T+R | R | ||||||
| Lanes in Grp | 0 | 1 | 2 | 0 | 0 | 0 | 0 | 0 |
| Grp Vol (v), veh/h | 0 | 551 | 302 | 0 | 0 | 0 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 0 | 1834 | 1585 | 0 | 0 | 0 | 0 | 0 |
| Q Serve Time (g_s), s | 0.0 | 25.2 | 14.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_ C), s | 0.0 | 25.2 | 14.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prot RT Sat Flow (s_R), veh/h/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prot RT Eff Green (g_R), s | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prop RT Outside Lane (P_R) | 0.00 | 0.11 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Lane Grp Cap (c), veh/h | 0 | 1118 | 353 | 0 | 0 | 0 | 0 | 0 |
| VIC Ratio (X) | 0.00 | 0.49 | 0.86 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 0 | 1118 | 518 | 0 | 0 | 0 | 0 | 0 |
| Upstream Filter (l) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 0.0 | 16.3 | 65.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 0.0 | 1.6 | 9.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 0.0 | 17.9 | 74.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 0.0 | 10.0 | 5.7 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 0.0 | 0.5 | 0.4 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ileBackofQFactor(f_B%) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| %ileBack of Q (50%), veh/ln | 0.0 | 10.5 | 6.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ile Storage Ratio (RQ%) | 0.00 | 0.08 | 0.34 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| IntersectionSummary | ||||||||
| HCM 6th Ctrl Delay, s/veh | 22.4 | |||||||
| HCM6thLOS | C | |||||||
| Notes |
Userapprovedpedestrianintervaltobelessthanphasemaxgreen.
Userapprovedvolumebalancing among thelanesforturningmovement.
User approved ignoring U-Turning movement.
| L | ||||||
|---|---|---|---|---|---|---|
| Lane Group | EBL | EBR | NBL | NBT | SBU | SBT |
| Lane Configurations | 个个 | |||||
| Traffic Volume (vph) | 68 | 521 | 157 | 741 | 3 | 972 |
| Future Volume (vph) | 68 | 521 | 157 | 741 | 3 | 972 |
| Lane Group Flow (vph) | 327 | 321 | 173 | 814 | 3 | 1098 |
| Turn Type | Prot | Prot | pm+pt | NA | Perm | NA |
| Protected Phases | 8 | 8 | 1 | 6 | 2 | |
| Permitted Phases | 9 2 | |||||
| Detector Phase | 8 | 8 | 1 | 6 | 2 | 2 |
| SwitchPhase | ||||||
| Minimum Initial (s) | 6.0 | 6.0 | 5.0 | 15.0 | 15.0 | 15.0 |
| Minimum Split (s) | 23.5 | 23.5 | 15.0 | 23.5 | 40.5 | 40.5 |
| Total Split (s) | 39.0 | 39.0 | 25.0 | 81.0 | 56.0 | 56.0 |
| Total Split (%) | 32.5% | 32.5% | 20.8% | 67.5% | 46.7% | 46.7% |
| Yellow Time (s) | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 |
| All-Red Time (s) | 2.0 | 2.0 | 2.0 | 2.0 | 2.0 | 2.0 |
| Lost Time Adjust (s) | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Total Lost Time (s) | 5.5 | 5.5 | 5.5 | 5.5 | 5.5 | 5.5 |
| Lead/Lag | Lead | Lag | Lag | |||
| Lead-Lag Optimize? | Yes | Yes | Yes | |||
| Recall Mode | None | None | None | C-Min | C-Min | C-Min |
| v/c Ratio | 0.83 | 0.61 | 0.45 | 0.31 | 0.01 | 0.52 |
| Control Delay (s/veh) | 44.1 | 9.5 | 9.5 | 6.5 | 14.7 | 16.8 |
| QueueDelay | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Total Delay (s/veh) | 44.1 | 9.5 | 9.5 | 6.5 | 14.7 | 16.8 |
| QueueLength50th(ft) | 145 | 0 | 34 | 97 | 1 | 240 |
| Queue Length 95th(ft) | 230 | 76 | 78 | 174 | m7 | 404 |
| Internal Link Dist (ft) | 433 | 445 | 2820 | |||
| Tum Bay Length (ft) | 190 | 135 305 | ||||
| Base Capacity (vph) | 555 | 651 | 485 | 2609 | 384 | 2112 |
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 | 0 |
| Spillback CapReductn | 0 | 0 | 0 | 0 | 0 | 0 |
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 | 0 |
| Reduced v/cRatio | 0.59 | 0.49 | 0.36 | 0.31 | 0.01 | 0.52 |
| Intersection Summary | ||||||
| Cycle Length: 120 | ||||||
| Actuated Cycle Length: 120 | ||||||
| Offset:0 (0%),Referenced tophase2:SBTU and 6:NBTL,Start of Green | ||||||
| Natural Cycle: 80 | ||||||
| Control Type:Actuated-Coordinated mVolume for 95th percentile queue is metered by upstream signal. | ||||||
| Splits andPhases: 1:ErnestW.BarrettPkwy&MacedoniaRd | ||||||
| 01 | Q2 (R) | |||||
| 06 (R) | ||||||
Synchro 11 Light Report
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GAPage 1
| Movement | EBL | EBR | NBL | NBT | SBU | SBT | SBR |
|---|---|---|---|---|---|---|---|
| Lane Configurations | # | n | |||||
| Traffic Volume (veh/h) | 68 | 521 | 157 | 741 | 3 | 972 | 27 |
| Future Volume(veh/h) | 68 | 521 | 157 | 741 | 3 | 972 | 27 |
| Initial Q (Qb), veh | 0 | 0 | 0 | 0 | 0 | 0 | |
| Ped-Bike Adj(A_pbT) | 1.00 | 1.00 | 1.00 | 1.00 | |||
| Parking Bus, Adj | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| WorkZone OnApproach | No | No | No | ||||
| Adj Sat Flow, veh/h/ln | 1870 | 1870 | 1870 | 1870 | 1870 | 1870 | |
| AdjFlow Rate, veh/h | 0 | 653 | 173 | 814 | 1068 | 30 | |
| Peak Hour Factor | 0.91 | 0.91 | 0.91 | 0.91 | 0.91 | 0.91 | |
| Percent Heavy Veh, % | 2 | 2 | 2 | 2 | 2 | 2 | |
| Cap, veh/h | 409 | 729 | 362 | 2411 | 2033 | 57 | |
| Arrive On Green | 0.00 | 0.23 | 0.06 | 0.68 | 0.58 | 0.58 | |
| Sat Flow, veh/h | 1781 | 3170 | 1781 | 3647 | 3624 | 99 | |
| Grp Volume(v), veh/h | 0 | 653 | 173 | 814 | 538 | 560 | |
| Grp Sat Flow(s),veh/h/ln | 1781 | 1585 | 1781 | 1777 | 1777 | 1853 | |
| Q Serve(g_s), s | 0.0 | 24.0 | 4.5 | 11.5 | 22.1 | 22.1 | |
| Cycle Q Clear(g_c), s | 0.0 | 24.0 | 4.5 | 11.5 | 22.1 | 22.1 | |
| Prop In Lane | 1.00 | 1.00 | 1.00 | 0.05 | |||
| Lane Grp Cap(c), veh/h | 409 | 729 | 362 | 2411 | 1023 | 1067 | |
| V/C Ratio(X) | 0.00 | 0.90 | 0.48 | 0.34 | 0.53 | 0.53 | |
| Avail Cap(c_a), veh/h | 497 | 885 | 551 | 2411 | 1023 | 1067 | |
| HCM Platoon Ratio | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| Upstream Filter(l) | 0.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| Uniform Delay (d), s/veh | 0.0 | 44.8 | 11.8 | 8.0 | 15.5 | 15.5 | |
| Incr Delay (d2), s/veh | 0.0 | 10.3 | 1.0 | 0.4 | 1.9 | 1.9 | |
| Initial QDelay(d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | |
| %ile BackOfQ(50%),veh/ln | 0.0 | 10.3 | 1.6 | 3.9 | 8.7 | 9.0 | |
| Unsig.Movement Delay,s/veh LnGrp Delay(d), s/veh LnGrp LOS | 0.0 | 55.1 E | 12.8 B | 8.4 A | 17.4 B | 17.3 | |
| 55.1 | 987 | B | |||||
| Approach Vol, veh/h | 653 | 1098 | |||||
| Approach Delay,s/veh | 9.2 | 17.4 | |||||
| Approach LOS | E | A | B | ||||
| Timer-Assigned Phs | 1 | 2 | 6 | 8 | |||
| Phs Duration (G+Y+Rc), S Change Period (Y+Rc), s | 12.3 5.5 | 74.6 5.5 | 86.9 5.5 | 33.1 5.5 | |||
| 19.5 | 50.5 | 75.5 | 33.5 | ||||
| Max Green Setting (Gmax), s Max Q Clear Time (g_c+l1), s | 6.5 | 24.1 | 13.5 | 26.0 | |||
| Green Ext Time (p_c), s | 0.3 | 10.3 | 9.0 | 1.6 | |||
| Intersection Summary | |||||||
| HCM 6th Ctrl Delay,s/veh | 23.4 | ||||||
| HCM 6th LOS | C | ||||||
| Notes | |||||||
| User approved volume balancing among the lanes for turning movement. | |||||||
| L | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| Movement | EBL | EBR | NBL | NBT | SBU | SBT | SBR | ||
| Lane Configurations | Y | 个 | |||||||
| 68 | 521 | 157 | 741 | 3 | 972 | 27 | |||
| Future Volume (veh/h) | 68 | 521 | 157 | 741 | 3 | 972 | 27 | ||
| Number | 3 | 18 | 1 | 6 | 2 | 12 | |||
| Initial Q,veh | 0 | 0 | 0 | 0 | 0 | 0 | |||
| Ped-Bike Adj (A_pbT) | 1.00 | 1.00 | 1.00 | 1.00 | |||||
| Parking Bus Adj | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |||
| Work Zone On Approach | No | No | No | ||||||
| LanesOpenDuringWorkZone | |||||||||
| Adj Sat Flow, veh/h/ln | 1870 | 1870 | 1870 | 1870 | 1870 | 1870 | |||
| Adj Flow Rate, veh/h | 0 | 653 | 173 | 814 | 1068 | 30 | |||
| PeakHourFactor | 0.91 | 0.91 | 0.91 | 0.91 | 0.91 | 0.91 | |||
| Percent Heavy Veh, % | 2 | 2 | 2 | 2 | 2 | 2 | |||
| Opposing Right Turn Influence | Yes | Yes | |||||||
| Cap, veh/h | 409 | 729 | 362 | 2411 | 2033 | 57 | |||
| HCM Platoon Ratio | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |||
| Prop Arrive On Green | 0.00 | 0.23 | 0.06 | 0.68 | 0.58 | 0.58 | |||
| Unsig. Movement Delay | |||||||||
| Ln Grp Delay, s/veh | 0.0 | 55.1 | 12.8 | 8.4 | 17.4 | 17.3 | |||
| Ln Grp LOS | E | B | A | B | B | ||||
| ApproachVol,veh/h | 653 | 987 | 1098 | ||||||
| Approach Delay, s/veh | 55.1 | 9.2 | 17.4 | ||||||
| Approach LOS | B | ||||||||
| E | A | ||||||||
| Timer: | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | |
| Assigned Phs | 1 | 2 | 8 | 6 | |||||
| Case No | 1.2 | 8.0 | 9.0 | 4.0 | |||||
| Phs Duration (G+Y+Rc),s | 12.3 | 74.6 5.5 | 33.1 5.5 | 86.9 | |||||
| Change Period (Y+Rc), s | 5.5 | 5.5 | |||||||
| Max Green (Gmax), s MaxAllowHeadway(MAH),s | 19.5 | 50.5 | 33.5 | 75.5 | |||||
| 3.5 | 5.8 | 3.8 | 5.8 | ||||||
| Max Q Clear (g_c+l1), s Green Ext Time (g_e), s | 6.5 | 24.1 | 26.0 | 13.5 | |||||
| 0.3 | 10.3 | 1.6 | 9.0 | ||||||
| Prob of Phs Call (p__c) | 1.00 | 1.00 | 1.00 | 1.00 | |||||
| Prob of Max Out (p_x) | 0.00 | 0.24 | 0.23 | 0.00 | |||||
| Left-Turn Movement Data | |||||||||
| Assigned Mvmt | 1 | 5 | 3 | ||||||
| Mvmt Sat Flow, veh/h | 1781 | 0 | 1781 | ||||||
| Through Movement Data | |||||||||
| Assigned Mvmt | 2 | 8 | 6 | ||||||
| Mvmt Sat Flow, veh/h | 3624 | 0 | 3647 | ||||||
| Right-Turn Movement Data | |||||||||
| Assigned Mvmt | 12 | 18 | 16 | ||||||
| Mvmt Sat Flow,veh/h | 99 | 3170 | 0 | ||||||
| Left Lane Group Data | |||||||||
| Assigned Mvmt | 1 | 5 | 3 | 0 | 0 | 0 | 0 | 0 | |
| Lane Assignment | L(Pr/Pm) | L |
A&R Engineering, Inc
Synchro 11 LightReport
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GAPage 3
3a.Future Build 2027 AM 11/18/2025
| Lanes in Grp | 1 | 0 | 1 | 0 | 0 | 0 | 0 | 0 |
|---|---|---|---|---|---|---|---|---|
| Grp Vol (v), veh/h | 173 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 1781 | 0 | 1781 | 0 | 0 | 0 | 0 | 0 |
| Q Serve Time (g_s), s | 4.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Cycle Q Clear Time (g__c), s | 4.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Sat Flow (s_I), veh/h/ln | 514 | 0 | 1781 | 0 | 0 | 0 | 0 | 0 |
| Shared LT Sat Flow (s_sh), veh/h/ln | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Perm LT Eff Green (g_p), s | 71.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| PermLT ServeTime(g_u),s | 47.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Q Serve Time (g_ps), s | 12.2 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Time to First Blk (g_f), s | 0.0 | 69.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Serve Time pre Blk (g_fs), s | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prop LT Inside Lane (P_L) | 1.00 | 0.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Lane Grp Cap (c), veh/h | 362 | 0 | 409 | 0 | 0 | 0 | 0 | 0 |
| VIC Ratio (X) | 0.48 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 551 | 0 | 497 | 0 | 0 | 0 | 0 | 0 |
| Upstream Filter (I) | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 11.8 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 1.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 12.8 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 1.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 0.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ile Back of Q Factor (f _B%) | 1.00 | 1.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| %ile Back of Q (50%), veh/ln | 1.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ile Storage Ratio (RQ%) | 0.14 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual)Q (Qe),veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Middle Lane Group Data | ||||||||
| Assigned Mvmt | 0 | 2 | 8 | 0 | 0 | 6 | 0 | 0 |
| Lane Assignment | T | T | ||||||
| Lanes in Grp | 0 | 1 | 0 | 0 | 0 | 2 | 0 | 0 |
| Grp Vol (v), veh/h | 0 | 538 | 0 | 0 | 0 | 814 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 0 | 1777 | 0 | 0 | 0 | 1777 | 0 | 0 |
| Q Serve Time (g_s), s | 0.0 | 22.1 | 0.0 | 0.0 | 0.0 | 11.5 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_c), s | 0.0 | 22.1 | 0.0 | 0.0 | 0.0 | 11.5 | 0.0 | 0.0 |
| Lane Grp Cap (c), veh/h | 0 | 1023 | 0 | 0 | 0 | 2411 | 0 | 0 |
| V/C Ratio (X) | 0.00 | 0.53 | 0.00 | 0.00 | 0.00 | 0.34 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 0 | 1023 | 0 | 0 | 0 | 2411 | 0 | 0 |
| Upstream Filter (l) | 0.00 | 1.00 | 0.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 0.0 | 15.5 | 0.0 | 0.0 | 0.0 | 8.0 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 0.0 | 1.9 | 0.0 | 0.0 | 0.0 | 0.4 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 0.0 | 17.4 | 0.0 | 0.0 | 0.0 | 8.4 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 0.0 | 8.1 | 0.0 | 0.0 | 0.0 | 3.8 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 0.0 | 0.5 | 0.0 | 0.0 | 0.0 | 0.1 | 0.0 | 0.0 |
A&R Engineering, Inc
Synchro 11 Light Report
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GARage 4
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
|---|---|---|---|---|---|---|---|---|
| %ileBackof QFactor(f_B%) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| %ile Back of Q (50%), veh/ln | 0.0 | 8.7 | 0.0 | 0.0 | 0.0 | 3.9 | 0.0 | 0.0 |
| %ile Storage Ratio (RQ%) | 0.00 | 0.08 | 0.00 | 0.00 | 0.00 | 0.20 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Right Lane Group Data | ||||||||
| Assigned Mvmt | 0 | 12 | 18 | 0 | 0 | 16 | 0 | 0 |
| Lane Assignment | T+R | R | ||||||
| Lanes in Grp | 0 | 1 | 2 | 0 | 0 | 0 | 0 | 0 |
| Grp Vol (v), veh/h | 0 | 560 | 653 | 0 | 0 | 0 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 0 | 1853 | 1585 | 0 | 0 | 0 | 0 | 0 |
| Q Serve Time (g_s), s | 0.0 | 22.1 | 24.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_c), s | 0.0 | 22.1 | 24.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prot RT Sat Flow (s_R),veh/h/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prot RT Eff Green (g_R), s | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prop RT Outside Lane (P_R) | 0.00 | 0.05 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Lane Grp Cap (c), veh/h | 0 | 1067 | 729 | 0 | 0 | 0 | 0 | 0 |
| V/C Ratio (X) | 0.00 | 0.53 | 0.90 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 0 | 1067 | 885 | 0 | 0 | 0 | 0 | 0 |
| Upstream Filter () | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 0.0 | 15.5 | 44.8 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 0.0 | 1.9 | 10.3 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 0.0 | 17.3 | 55.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 0.0 | 8.5 | 9.3 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 0.0 | 0.5 | 1.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ileBack of Q Factor (f _B%) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| %ileBack of Q (50%),veh/ln | 0.0 | 9.0 | 10.3 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ile Storage Ratio (RQ%) | 0.00 | 0.08 | 0.57 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Initial Q (Qb),veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Intersection Summary | ||||||||
| HCM 6th Ctrl Delay, s/veh | 23.4 | |||||||
| HCM6th LOS | C | |||||||
| Notes |
User approved volume balancing among the lanes for turning movement.
User approved ignoring U-Turning movement.
| L | ||||||
|---|---|---|---|---|---|---|
| Lane Group | EBL | EBR | NBL | NBT | SBU | SBT |
| Lane Configurations | ||||||
| Traffic Volume (vph) | 23 | 259 | 512 | 1245 | 8 | 961 |
| Future Volume(vph) | 23 | 259 | 512 | 1245 | 8 | 961 |
| Lane Group Flow (vph) | 153 | 150 | 551 | 1339 | 9 | 1096 |
| Turn Type | Prot | Prot | pm+pt | NA | Perm | NA |
| Protected Phases | 8 | 8 | 1 | 6 | 2 | |
| PermittedPhases | 6 | 2 | ||||
| Detector Phase | 8 | 8 | 1 | 6 | 2 | 2 |
| SwitchPhase | ||||||
| Minimum Initial (s) | 6.0 | 6.0 | 5.0 | 15.0 | 15.0 | 15.0 |
| Minimum Split (s) | 23.5 | 23.5 | 15.0 | 23.5 | 40.5 | 40.5 |
| Total Split (s) | 28.0 | 28.0 | 55.0 | 122.0 | 67.0 | 67.0 |
| Total Split (%) | 18.7% | 18.7% | 36.7% | 81.3% | 44.7% | 44.7% |
| Yellow Time (s) | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 |
| All-Red Time (s) | 2.0 | 2.0 | 2.0 | 2.0 | 2.0 | 2.0 |
| Lost Time Adjust (s) | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Total Lost Time (s) | 5.5 | 5.5 | 5.5 | 5.5 | 5.5 | 5.5 |
| Lead/Lag | Lead | Lag | Lag | |||
| Lead-Lag Optimize? | Yes | Yes | Yes | |||
| Recall Mode | None | None | None | C-Min | C-Min | C-Min |
| v/cRatio | 0.70 | 0.64 | 0.79 | 0.44 | 0.05 | 0.59 |
| Control Delay (s/veh) | 32.5 | 22.0 | 31.9 | 2.9 | 24.1 | 28.0 |
| Queue Delay | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Total Delay(s/veh) | 32.5 | 22.0 | 31.9 | 2.9 | 24.1 | 28.0 |
| Queue Length50th (ft) | 24 | 0 | 294 | 102 | 4 | 372 |
| Queue Length 95th (ft) | 97 | 73 | 434 | 190 | m18 | 564 |
| Internal LinkDist (ft) | 433 | 445 | 2820 | |||
| Turn Bay Length (ft) | 135 | 305 | 190 | |||
| Base Capacity(vph) | 351 | 353 | 752 | 3059 | 199 | 1848 |
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 | 0 |
| SpillbackCapReductn | 0 | 0 | 0 | 0 | 0 | 0 |
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 | 0 |
| Reduced v/cRatio | 0.44 | 0.42 | 0.73 | 0.44 | 0.05 | 0.59 |
| Intersection Summary | ||||||
| Cycle Length: 150 | ||||||
| Actuated Cycle Length: 150 Offset:0(0%),Referenced tophase2:SBTUand 6:NBTL,Start ofGreen | ||||||
| Natural Cycle: 90 Control Type:Actuated-Coordinated | ||||||
| m Volume for 95th percentile queue is metered by upstream signal. | ||||||
| Splits and Phases:1:Ernest W.Barrett Pkwy &MacedoniaRd | ||||||
| 01 02 (R) | ||||||
| 06(R) 08 | ||||||
Synchro 11 Light Report
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GAage 1
| L | |||||||
|---|---|---|---|---|---|---|---|
| Movement | EBL | EBR | NBL | NBT | SBU | SBT | SBR |
| Lane Configurations | # | ||||||
| 23 | 259 | 512 | 1245 | 8 | 961 | 59 | |
| Future Volume (veh/h) | 23 | 259 | 512 | 1245 | 8 | 961 | 59 |
| Initial Q (Qb), veh | 0 | 0 | 0 | 0 | 0 | 0 | |
| Ped-Bike Adj(A_pbT) | 1.00 | 1.00 | 1.00 | 1.00 | |||
| Parking Bus, Adj | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| WorkZone OnApproach | No | No | No | ||||
| Adj Sat Flow, veh/h/ln | 1870 | 1870 | 1870 | 1870 | 1870 | 1870 | |
| Adj Flow Rate, veh/h | 0 | 305 | 551 | 1339 | 1033 | 63 | |
| PeakHourFactor | 0.93 | 0.93 | 0.93 | 0.93 | 0.93 | 0.93 | |
| Percent Heavy Veh, % | 2 | 2 | 2 | 2 | 2 | 2 | |
| Cap, veh/h | 199 | 354 | 580 | 2896 | 2057 | 125 | |
| Arrive On Green | 0.00 | 0.11 | 0.17 | 0.81 | 0.60 | 0.60 | |
| Sat Flow, veh/h | 1781 | 3170 | 1781 | 3647 | 3496 | 207 | |
| Grp Volume(v), veh/h | 0 | 305 | 551 | 1339 | 539 | 557 | |
| Grp Sat Flow(s),veh/h/ln | 1781 | 1585 | 1781 | 1777 | 1777 | 1833 | |
| Q Serve(g_s), s | 0.0 | 14.2 | 22.5 | 16.8 | 25.9 | 25.9 | |
| Cycle Q Clear(g_.c), s | 0.0 | 14.2 | 22.5 | 16.8 | 25.9 | 25.9 | |
| Prop In Lane | 1.00 | 1.00 | 1.00 | 0.11 | |||
| Lane Grp Cap(c), veh/h | 199 | 354 | 580 | 2896 | 1074 | 1108 | |
| V/C Ratio(X) | 0.00 | 0.86 | 0.95 | 0.46 | 0.50 | 0.50 | |
| Avail Cap(c_a), veh/h | 267 | 476 | 858 | 2896 | 1074 | 1108 | |
| HCM Platoon Ratio | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| Upstream Filter(l) | 0.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |
| Uniform Delay (d), s/veh | 0.0 | 65.5 | 26.6 | 4.1 | 16.8 | 16.8 | |
| Incr Delay (d2), s/veh | 0.0 | 11.7 | 15.4 | 0.5 | 1.7 | 1.6 | |
| Initial Q Delay(d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | |
| %ile BackOfQ(50%),veh/ln | 0.0 | 6.3 | 22.1 | 4.7 | 10.5 | 10.8 | |
| Unsig.Movement Delay,s/veh | |||||||
| LnGrp Delay(d), s/veh | 0.0 | 77.2 | 42.0 | 4.7 | 18.5 | 18.5 | |
| LnGrp LOS | E | D | A | B | B | ||
| Approach Vol, veh/h | 305 | 1890 | 1096 | ||||
| Approach Delay, s/veh | 77.2 | 15.5 | 18.5 | ||||
| Approach LOS | E | B | B | ||||
| Timer-Assigned Phs | 2 | 6 | 8 | ||||
| Phs Duration(G+Y+Rc), s | 31.6 | 96.2 | 127.7 5.5 | 22.3 | |||
| Change Period (Y+Rc), s | 5.5 | 5.5 | 5.5 | ||||
| Max Green Setting (Gmax), s | 49.5 24.5 | 61.5 27.9 | 116.5 18.8 | 22.5 16.2 | |||
| Max Q Clear Time (g_c+I1), s Green Ext Time (p_c), s | 1.5 | 11.3 | 21.4 | 0.6 | |||
| Intersection Summary | |||||||
| HCM 6th Ctrl Delay, s/veh | 22.2 | ||||||
| HCM6th LOS | C | ||||||
| Notes | |||||||
| User approved volume balancing among the lanes for turning movement. | |||||||
| User approved ignoringU-Turning movement. | |||||||
| L | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| Movemenit | EBL | EBR | NBL | NBT | SBU | SBT | SBR | ||
| Lane Configurations | Y | # | |||||||
| Traffic Volume (veh/h) | 23 | 259 | 512 | 1245 | 8 | 961 | 59 | ||
| Future Volume (veh/h) | 23 | 259 | 512 | 1245 | 8 | 961 | 59 | ||
| Number | 3 | 18 | 1 | 6 | 2 | 12 | |||
| Initial Q, veh | 0 | 0 | 0 | 0 | 0 | 0 | |||
| Ped-Bike Adj (A_pbT) | 1.00 | 1.00 | 1.00 | 1.00 | |||||
| Parking Bus Adj | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |||
| Work Zone On Approach | No | No | No | ||||||
| LanesOpenDuringWorkZone | |||||||||
| Adj Sat Flow, veh/h/ln | 1870 | 1870 | 1870 | 1870 | 1870 | 1870 | |||
| AdjFlowRate,veh/h | 0 | 305 | 551 | 1339 | 1033 | 63 | |||
| Peak Hour Factor | 0.93 | 0.93 | 0.93 | 0.93 | 0.93 | 0.93 | |||
| Percent Heavy Veh, % | 2 | 2 | 2 | 2 | 2 | 2 | |||
| Opposing Right Turn Influence | Yes | Yes | |||||||
| Cap, veh/h | 199 | 354 | 580 | 2896 | 2057 | 125 | |||
| HCM Platoon Ratio | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | |||
| PropArriveOn Green | 0.00 | 0.11 | 0.17 | 0.81 | 0.60 | 0.60 | |||
| Unsig. Movement Delay | |||||||||
| Ln Grp Delay, s/veh | 0.0 | 77.2 | 42.0 | 4.7 | 18.5 | 18.5 | |||
| Ln Grp LOS | E | D | A | B | B | ||||
| Approach Vol, veh/h | 305 | 1890 | 1096 | ||||||
| Approach Delay, s/veh | 77.2 | 15.5 | 18.5 | ||||||
| Approach LOS | E | B | |||||||
| B | |||||||||
| Timer: | 2 | 3 | 4 | 5 | 6 | 7 | 8 | ||
| Assigned Phs | 1 | 2 | 8 | 6 | |||||
| Case No | 1.2 | 8.0 | 9.0 | 4.0 | |||||
| PhsDuration (G+Y+Rc),s Change Period (Y+Rc), s | 31.6 5.5 | 96.2 5.5 | 22.3 5.5 | 127.7 5.5 | |||||
| Max Green (Gmax), s | 49.5 | 61.5 | 22.5 | 116.5 | |||||
| Max Allow Headway (MAH), s | 3.5 | 5.8 | 3.8 | 5.8 | |||||
| Max Q Clear (g_c+l1), s | 24.5 | 16.2 | 18.8 | ||||||
| Green Ext Time (g_e), s | 1.5 | 27.9 11.3 | 0.6 | 21.4 | |||||
| 1.00 | |||||||||
| Prob of Phs Call (p_c) | 1.00 | 1.00 | 1.00 | ||||||
| Prob of Max Out (p_x) | 0.00 | 0.14 | 0.17 | 0.01 | |||||
| Left-Tum MovementData | |||||||||
| Assigned Mvmt | 1 | 5 | 3 | ||||||
| Mvmt Sat Flow,veh/h | 1781 | 0 | 1781 | ||||||
| Through MovementData | |||||||||
| Assigned Mvmt | 2 | 8 | 6 | ||||||
| Mvmt Sat Flow, veh/h | 3496 | 0 | 3647 | ||||||
| Right-Turn Movement Data | |||||||||
| Assigned Mvmt | 12 | 18 | 16 | ||||||
| Mvmt Sat Flow, veh/h | 207 | 3170 | 0 | ||||||
| Left Lane GroupData | |||||||||
| Assigned Mvmt | 1 | 5 | 3 | 0 | 0 | 0 | 0 | 0 | |
| Lane Assignment | L (Pr/Pm) | L |
A&R Engineering, Inc
Synchro11LightReport
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GARage 3
| Lanes in Grp | 1 | 0 | 1 | 0 | 0 | 0 | 0 | 0 |
|---|---|---|---|---|---|---|---|---|
| Grp Vol (v), veh/h | 551 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 1781 | 0 | 1781 | 0 | 0 | 0 | 0 | 0 |
| Q Serve Time (g_s), s | 22.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_c), s | 22.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Sat Flow (s_I), veh/h/ln | 515 | 0 | 1781 | 0 | 0 | 0 | 0 | 0 |
| Shared LT Sat Flow (s_sh), veh/h/ln | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Perm LT Eff Green (g_p), s | 92.7 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Serve Time (g_u), s | 64.8 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Perm LT Q Serve Time (g_ps), s | 64.8 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Time to First Blk (g_f), s | 0.0 | 90.7 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Serve Time pre Blk (g_fs), s | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prop LT Inside Lane (P_L) | 1.00 | 0.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Lane Grp Cap (c), veh/h | 580 | 0 | 199 | 0 | 0 | 0 | 0 | 0 |
| V/C Ratio (X) | 0.95 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 858 | 0 | 267 | 0 | 0 | 0 | 0 | 0 |
| Upstream Filter (l) | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 26.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 15.4 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 42.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 19.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 2.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ileBackofQFactor(f_B%) | 1.00 | 1.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| %ileBack of Q (50%), veh/ln | 22.1 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ileStorage Ratio(RQ%) | 1.84 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe),veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Middle Lane Group Data | ||||||||
| Assigned Mvmt | 0 | 2 | 8 | 0 | 0 | 6 | 0 | 0 |
| Lane Assignment | T | T | ||||||
| Lanes in Grp | 0 | 1 | 0 | 0 | 0 | 2 | 0 | 0 |
| Grp Vol (v), veh/h | 0 | 539 | 0 | 0 | 0 | 1339 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 0 | 1777 | 0 | 0 | 0 | 1777 | 0 | 0 |
| Q Serve Time (g_s), s | 0.0 | 25.9 | 0.0 | 0.0 | 0.0 | 16.8 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_c), s | 0.0 | 25.9 | 0.0 | 0.0 | 0.0 | 16.8 | 0.0 | 0.0 |
| Lane Grp Cap (c), veh/h | 0 | 1074 | 0 | 0 | 0 | 2896 | 0 | 0 |
| V/C Ratio (X) | 0.00 | 0.50 | 0.00 | 0.00 | 0.00 | 0.46 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 0 | 1074 | 0 | 0 | 0 | 2896 | 0 | 0 |
| Upstream Filter (l) | 0.00 | 1.00 | 0.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| Uniform Delay (d1), s/veh | 0.0 | 16.8 | 0.0 | 0.0 | 0.0 | 4.1 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 0.0 | 1.7 | 0.0 | 0.0 | 0.0 | 0.5 | 0.0 | 0.0 |
| Initial Q Delay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 0.0 | 18.5 | 0.0 | 0.0 | 0.0 | 4.7 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 0.0 | 10.0 | 0.0 | 0.0 | 0.0 | 4.4 | 0.0 | 0.0 |
| 2nd-Term Q (Q2), veh/ln | 0.0 | 0.5 | 0.0 | 0.0 | 0.0 | 0.2 | 0.0 | 0.0 |
A&R Engineering, Inc
25-196 Res Dev at Old Horseshoe Bend Rd and Ernest Barrett Pkwy - Cobb County, GARage 4
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
|---|---|---|---|---|---|---|---|---|
| %ileBackofQFactor(f_B%) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| %ile Back of Q (50%), veh/ln | 0.0 | 10.5 | 0.0 | 0.0 | 0.0 | 4.7 | 0.0 | 0.0 |
| %ileStorageRatio(RQ%) | 0.00 | 0.09 | 0.00 | 0.00 | 0.00 | 0.24 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe),veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Right Lane Group Data | ||||||||
| Assigned Mvmt | 0 | 12 | 18 | 0 | 0 | 16 | 0 | 0 |
| Lane Assignment | T+R | R | ||||||
| Lanes in Grp | 0 | 1 | 2 | 0 | 0 | 0 | 0 | 0 |
| Grp Vol (v), veh/h | 0 | 557 | 305 | 0 | 0 | 0 | 0 | 0 |
| Grp Sat Flow (s), veh/h/ln | 0 | 1833 | 1585 | 0 | 0 | 0 | 0 | 0 |
| Q Serve Time (g_s), s | 0.0 | 25.9 | 14.2 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Cycle Q Clear Time (g_c), s | 0.0 | 25.9 | 14.2 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prot RT Sat Flow (s_R), veh/h/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prot RT Eff Green(g_R),s | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Prop RT Outside Lane (P_R) | 0.00 | 0.11 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Lane Grp Cap (c), veh/h | 0 | 1108 | 354 | 0 | 0 | 0 | 0 | 0 |
| V/C Ratio (X) | 0.00 | 0.50 | 0.86 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Avail Cap (c_a), veh/h | 0 | 1108 | 476 | 0 | 0 | 0 | 0 | 0 |
| Upstream Filter (l) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Uniform Delay(d1), s/veh | 0.0 | 16.8 | 65.5 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Incr Delay (d2), s/veh | 0.0 | 1.6 | 11.7 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Initial QDelay (d3), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Control Delay (d), s/veh | 0.0 | 18.5 | 77.2 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 1st-Term Q (Q1), veh/ln | 0.0 | 10.3 | 5.7 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 2nd-Tem Q (Q2), veh/ln | 0.0 | 0.5 | 0.6 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| 3rd-Term Q (Q3), veh/ln | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ileBack of QFactor (f_B%) | 0.00 | 1.00 | 1.00 | 0.00 | 0.00 | 1.00 | 0.00 | 0.00 |
| %ile Back of Q (50%), veh/ln | 0.0 | 10.8 | 6.3 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| %ile Storage Ratio (RQ%) | 0.00 | 0.10 | 0.35 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| Initial Q (Qb), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Final (Residual) Q (Qe), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Delay (ds), s/veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| Sat Q (Qs), veh | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 0 | 0.0 0 | 0.0 |
| Sat Cap (cs), veh/h | 0 | 0 | 0 | 0 | 0 | 0 | ||
| Initial Q Clear Time (tc), h | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 |
| IntersectionSummary | ||||||||
| HCM 6th Ctrl Delay, s/veh | 22.2 | |||||||
| HCM6thLOS | C | |||||||
| Notes |
Userapprovedvolumebalancingamongthelanesforturningmovement.
User approved ignoring U-Turning movement.
A&R Engineering
November 2025
TrafficVolumes
| 0 | ||||
| 577 | 1 | 589 | ||
| 511 | 1 | 1 | 0 | 521 |
| 0 | 0 | |||
| 1 | 6 | 8 | ||
| 一 | ||||
| 964 | 28 | 1002 | ||
| 记 | 1 | 记 | 3 | 27 |
| 940 | 1 | 959 | 3 | 972 |
| = | ||||
| 3 | 3 | |||
| 948 | 68 | 868 | ||
| 0 | 0 | 0 | ||
| 722 | 1 | 2% | 5 | 741 |
| 154 | 1 | 15 | 0 | 157 |
| Growth Factor (%): | No-Build 2027Volumes: | Total NewTrips: | Future2027TrafficVolumes: |
| 0 | ||||
| 274 | 279 | 3 | 282 | |
| 1 | 259 | |||
| 一 | 0 | |||
| 2 | 1 | 20 | 3 | 2 |
| 686 | 19 | 1028 | ||
| 6 | 5 | 2 | 59 | |
| 933 | 1 | 29 | 9 | |
| 0 | ||||
| 8 | 8 | |||
| 1707 | 1741 | J | 1757 | |
| 0 | 0 | |||
| 1205 | 1 | 1229 | 16 | 1245 |
| 502 | 1 | 512 | 0 | 512 |
| 0 | 6 | |||
| Existing 2025 Traffic Counts: | Growth Factor(%): | No-Build 2027Volumes: | Total New Trips: | Future2027TrafficVolumes: |
A&R Engineering November 2025
TrafficVolumes
0
| 0 | ||||
| 0 | 0 | |||
| 0 | ||||
| 2 | 989 | |||
| 964 | 1 | 983 | 3 | 986 |
| 0 | ||||
| 3 | 0 | 3 | ||
| 同 | 0 | 829 | ||
| 0 | 0 | 0 | ||
| 170 | 1 | 28 | 1 | 813 |
| 0 | ||||
| Existing 2025 Traffic Counts: Condition | Growth Factor(%): | No-Build 2027Volumes: | Total NewTrips: | Future 2027TrafficVolumes: |
| 0 | ||||
| 0 | ||||
| 二 | ||||
| 159 | 046 | 8 | 978 | |
| 1315 | 17 | 1358 | ||
| M | 1331 | N | ||
| 10 | 10 | 10 | 2 | |
| Existing 2025 Traffic Counts: | Growth Factor(%): | No-Build 2027Volumes: | Total NewTrips: | Future2027TrafficVolumes: |
A&R Engineering
November 2025
TrafficVolumes q - na s Pe p g as e aa s er
| 0 | ||||
| 0 | 25 | 25 | ||
| 0 | 0 | 0 | ||
| 0 | ||||
| 0 | ||||
| 0 | ||||
| 15 | 984 | |||
| 0 | 0 | |||
| 1 | 8 | |||
| 788 | 9 | 813 | ||
| 0 | 0 | 9 | 9 | |
| 788 | 1 | 0 | 0 | |
| 0 | ||||
| = | ||||
| Existing 2025 Traffic Counts: Condition | Total NewTrips: | Future 2027TrafficVolumes: |
| o | ||||
|---|---|---|---|---|
| 0 | 17 | 17 | ||
| B | ||||
| o | 一 | |||
| 0 | ||||
| 961 | 20 | 8 | ||
| 0 | ||||
| L96 | 1 | 8 | 998 | |
| 一 | 0 | O | ||
| 0 | ||||
| 1368 | ||||
| 0 | 0 | 2 | 27 | |
| 1315 | 1 | 1341 | 0 | 1341 |
| 0 | ||||
| GrowthFactor(%): | No-Build 2027Volumes: | Total NewTrips: |